tic  -r- 

396* 
88B19 


A 

— 

A 

0 
0 

1 

0 
0 

7 

0 

5 

SI 

SOUTHERN  REGI 

ONAL  LIBRARY  F/ 

S 

^^ 

IT 

5 

THE  LIBRARY 
OF 

THE  UNIVERSITY 

OF  CALIFORNIA 

LOS  ANGELES 


PORT 


BRUNSWICK 


CANAL  AND  RAILROAD. 


CLYNN  COUNTY,  GEORGIA. 


WITH  AN  APPENDIX   CONTAINING  THE 


CHARTER  AND  COxAIMISSIONERS'  REPORT. 


BY  i.oam:th  bald^vin,  esq. 

CIVIL  ENGINEER. 


BOSTON: 

JOHN  H.  EASTBURN,  PRINTER, 

No.  18  State  Street. 

1837. 


REPORT. 


Charlestowit,  Mass.,  June  6,  1836. 

Sir  : — Having  been  requested  by  the  Brunswick  Canal  and 
Rail-road  Company  to  examine  and  survey  a  route  for  a  canal 
from  the  Altamaha  River  to  Brunswick  Harbour,  in  Georgia, 
which  was  incorporated  by  an  act  of  the  Legislature,  passed 
December  20,  1834,  I  have  executed  that  trust,  and  present  the 
following  Report,  with  a  Plan,  showing  the  route  I  recommend 
for  their  adoption. 

The  Altamaha  river  is  navigable  from  Darien  200  miles,  to 
the  forks  of  the  Ocmulgee  and  Oconee,  and  up  the  Ocmulgee, 
the  west  branch,  300  miles,  to  Macon,  and  on  the  east  branch, 
Oconee,  200  miles  to  Milledgeville,  the  capital  of  the  state. 
Steamboats  are  used  with  wheels  at  the  sides,  and  take,  on  each 
side,  a  boat  loaded  with  five  or  six  hundred  bales  of  cotton  down 
to  Darien  from  Macon  and  Milledgeville  and  the  intermediate 
points  of  the  river.  The  ascending  freight  by  the  same  means 
is  considered  more  than  that  descending.  The  amount  of  cot- 
ton is  increasing,  and  during  the  past  year  there  were  about 
130,000  bales  brought  to  Darien. 

From  Darien,  the  Altamaha  is  also  navigable  12  miles  to 
Doby  Island  for  ships  and  schooners  drawing  11  feet,  at  com- 
mon high  water  in  ordinary  tides.  At  Doby  Islands,  ships  may 
come  drawing  14  feet  at  common  high  water.  Over  the  bar  at 
Doby  Inlet  is  16  or  17  feet  at  high  water,  but  an  intermediate 
bar  or  spit  of  sand  prevents  vessels  drawing  more  than  14  feet 
at  high  water,  passing  to  the  island. 

The  country  bordering  on  the  Altamaha,  Ocmulgee,  and 
Oconeej  and  their  tributaries,  for  an  extent  at  least  of  SO  miles 

550S18 


4 

wide,  and  150  miles  in  length,  in  the  direction  of  the  rivers, 
abounds  with  pine,  cypress,  and  white  oak,  which  is  now  almost 
useless  for  want  of  a  good  harbor  at  Darien.  The  tributaries, 
the  great  Ohcopee,  and  the  little  Ocniulgee,  have  some  saw 
mills,  from  which  sawed  lumber  of  various  kinds,  and  logs,  are 
rafted  to  Darien  for  country  use,  but  none,  or  very  little  for 
foreign  markets.  The  Little  Satilla,  the  Great  Satilla,  the  St. 
Mary's,  and  the  St.  John's  rivers,  are  accessible  from  the  har- 
bor of  Brunswick,  by  the  inland  navigation.  The  St.  John's  is 
the  outlet  of  a  large  portion  of  East  and  Middle  Florida,  and  the 
St.  Mary's  is  navigable  to  Coleraine  for  steamboats  drawing  10 
feet  of  water.  The  Great  Satilla  is  navigable  to  the  head  of 
tide,  above  one  hundred  miles  from  St.  Andrews'  sound,  for 
vessels  drawing  10  or  12  feet,  at  all  seasons  of  the  year.  This 
is  one  of  the  best  streams  in  the  state  for  the  lumber  trade,  hav- 
ing an  almost  inexhaustible  quantity  of  pine  timber  in  the  coun- 
try through  which  it  flows.  The  Little  Satilla  is  an  arm  of  the 
sea,  and  navigable  to  its  head,  a  distance  of  about  35  miles 
from  St.  Andrews'  sound.  These  rivers  will  send  to  Brunswick 
market  cotton,  rice,  and  lumber  in  great  quantities. 

From  Darien  to  Charleston  and  Savannah,  cotton,  &c.,  is  sent 
by  steamboats,  schooners  and  sloops  inland,  and  return  goods  for 
the  interior,  to  Darien,  by  the  same  conveyance.  This  inland 
navigation  is  afforded  by  the  passages  betw-een  the  islands  and  the 
main  land,  though  sloops  and  schooners  occasionally  pass  outside 
the  islands,  but  the  common  route  for  all  navigation  is  inland. 

The  river  Chattahoochee  is  navigable  for  steamboats  to  Col- 
umbus in  Georgia,  from  Appalachicola  Bay,  but  not  for  vessels 
over  11  feet,  at  the  mouth.  This  river  passes  through  Florida 
and  in  that  province  called  Appalachicola,  and  is  the  boundary 
between  Alabama  and  Georgia,  for  the  distance  of  30  miles  above 
Columbus  and  for  120  down  to  the  bounds  of  Florida.  A  steam- 
boat navigation  is  also  afforded  on  its  principal  tributary,  the  Fhnt 
river,  to  Pinderton,  in  Georgia,  at  the  end  of  Spaulding's  Rail- 
road communication  with  the  big  bend  of  the  Ocmulgee.  The 
town  of  Appalachicola  has  been  found  unhealthy,  and  a  Rail-road 
has  been  opened  from  Wimico  Lake  to  St.  Joseph's  Bay, 
where  there  is  20  feet  of  water,  and  much  more  healthy. 

Altaniaha  river  is  the  medium  of  communication  for  an  im- 
mense tract  of  the  interior  of  Georgia  with  Darien,  which  is  sit- 


uated  on  the  left  bank  about  12  or  13  miles  from  the  sea,  but, 
unfortunately,  has  no  harbor  for  foreign  shipping.  All  the  pro- 
duce of  the  country  has  now  to  be  sent  to  Savannah  or  Charles- 
ton, and  return  goods  received  from  tiie  same  places  by  steam- 
boats and  small  coasting  vessels.  No  foreign  trade,  from  this  cir- 
cumstance, can  be  carried  on.  It  is  a  great  state,  with  abundant 
and  increasing  productions,  without  a  good  port.  It  is  to  con- 
nect the  immense  traffic  of  the  Altamaha  with  a  convenient  and 
capacious  harbor  for  the  most  extensive  foreign  shipping,  that  the 
Brunswick  Canal  in  Georgia  has  been  contemplated. 

Brunswick  Harbor,  Georgia. 

St.  Simons  Light  is  on  St.  Simons  Island,  at  the  south  end, 
behind  which,  at  a  little  distance,  the  island  is  one  or  one  and  a 
half  mile  wide.  From  the  east  side,  a  wide  shoal  or  sand-bar  ex- 
tends about  five  miles  in  an  east  south-east  direction,  gradually 
diminishing  in  width  to  a  point,  forming  what  is  called  the  north 
breaker.  A  similar  bar  extends  from  Jekyl  Island,  opposite  to 
St.  Simons,  wide  at  the  island,  but  gradually  lessening  in  width 
as  far  as  the  north  breaker,  and  terminating  at  a  point  called  the 
south  breaker.  Between  these  two  shoals  and  the  two  islands  is 
the  channel,  and  between  the  two  breakers  is  the  bar  about  a 
mile  long  and  half  a  mile  across  it.  On  Saturday,  the  loth  of 
February,  I  went  with  Edmund  M.  Blunt,  an  experienced  pilot, 
Capt.  John  Anderson,  of  Brunswick,  a  good  navigator,  &c.,  in 
Capt.  Morgan's  sloop,  to  examine  the  bar,  and  found  at  low  wa- 
ter three  fathoms  over  tlie  bar.  All  on  board  agreed  that  there 
was  that  depth  at  low  water,  and  that  the  tide  was  six  feet  at  or- 
dinary tides,  so  that  at  common  high  water  there  was  24  feet 
over  the  bar. 

If  ships,  coming  in  when  six  or  seven  miles  from  the  light 
house,  make  the  hght  bear  W.  N.  W.  they  can  enter.  Imme- 
diately on  passing  the  bar,  the  channel  gradually  widens  and 
deepens  to  the  light,  so  that  the  largest  vessels  and  frigates  may 
pass  into  St.  Simons  sound  above  the  Light,  and  on  taking  a 
southerly  direction  they  may  pass  up  Turtle  river,  into  the  outer 
harbor  of  Brunswick,  or  continue  up  Turtle  river  ten  or  fifteen 
miles  where  it  is  a  mile  or  a  mile  and  a  half  wide,  having  from  4 
10  6  or  8  fathoms  at  low  water.     This  extensive  sheet  of  salt 


water  is  rather  an  arm  of  the  sea  than  a  river,  the  tide  flows  up 
to  the  mouth  of  a  small  river,  which  soon  diminishes  to  a  creek, 
has  no  navigation  and  furnishes  no  produce.  It  is  therefore  an 
extensive  harbor  where  there  is  ample  room  for  the  whole  navy, 
with  very  eligible  situations  for  a  naval  establishment,  but  has  no 
river  opening  into  the  interior,  and  hence  no  ships  are  ever  seen 
in  these  waters. 

Brunswick  is  situated  on  the  east  bank  of  an  arm  or  branch  of 
Turtle  river,  separated  from  the  main  river  by  a  marsh  island 
about  a  mile  long  and  a  mile  wide.  This  branch  is  about  a  quar- 
ter or  half  a  mile  wide,  with  a  depth  of  water  sufficient  for  the 
largest  merchant  vessels  at  all  times,  except  a  shallow  place  or 
bar  between  the  lower  end  of  the  island,  and  Dennis'  Folly,  at 
the  lower  end  of  the  town.  This  bar  is  one  mile  long  and  forms 
the  separation  between  the  inner  and  outer  harbor.  The  town 
was  laid  out  with  streets  at  right  angles,  by  direction  of  the  Brit- 
ish parliament,  about  a  century  ago. 

Capt.  Stockton  and  Mr.  Sherburne  were  appointed  by  the 
Navy  Department  in  1826,  to  survey  and  examine  the  bar  at  St. 
Simons  and  the  harbor  of  Brunswick.  Their  soundings  over  the 
bar  and  up  the  river  for  a  distance  of  10  or  12  miles  are  accurate 
and  numerous,  giving  over  the  bar  from  16  to  IS  feet  depth  at 
low  water.  The  report  and  plans  are  in  the  office  of  the  Navy 
Department.  His  report  and  extensive  soundings  are  very  con- 
clusive as  to  the  depth  of  water  above  St.  Simons  bar  and  in  the 
arm  of  Turtle  river,  (on  which  the  town  of  Brunswick  is  situat- 
ed,) and  on  the  bar.  But  the  most  definite  information,  and  I 
believe,  from  personal  experience,  perfectly  correct,  is  contain- 
ed in  the  Report  of  Messrs.  Polhill,  Lawson  and  Fort,  made  on 
the  17th  of  July,  1833,  to  the  Senate  and  House  of  Represen- 
tatives of  Georgia,  pursuant  to  their  appointment  ;  by  a  resolve 
of  the  Legislature,  Dec.  17,  1832,  "to  go  and  examine  the 
commercial  advantages  of  the  port  of  Brunswick,  and  the  rail- 
road avenue  to  the  x\ltamaha,  and  report  thereon,  upon  oath, 
■whether  or  not  it  would  be  advisable  for  the  state  to  render  any 
aid  in  opening  Brunswick  to  the  interior." 

The  valuable  report  of  the  commissioners  is  carefully  made 
and  most  satisfactory  on  all  points  relative  to  the  object  of  their 
mission,  and  especially  in  regard  to  the  harbor  of  Brunswick. 
The    following    extract    shows    their    opinion    upon  this    point. 


*'  When  you  approach  within  half  a  mile  of  the  town,  there  is  a 
small  salt  marsh  island  which  divides  the  river  into  the  northern 
and  eastern  branches,  the  main  channel  running  southward  of  this 
island.  Between  Brandy-point  on  this  island,  and  Dennis'  Fol- 
ly, on  the  Brunswick  shore,  there  is  an  inner  bar,  upon  which 
there  is  about  12  feet  at  low  water,  and  as  the  tide  rises  ten  feet, 
it  gives  the  same  depth  of  water  that  we  find  on  the  outer  bar, 
with  this  advantage,  that  the  bottom  being  soft  mud  creates  no 
damage  to  ships,  and  may  be  very  easily  deepened  if  it  were  ne- 
cessary. But  no  such  necessity  exists,  as  any  ship  that  crosses 
the  outer  bar  can  run  over  this  at  high  water,  and  find  the  best 
anchorage  near  the  bluff  along  the  whole  extent  of  the  town,  in 
from  20  to  40  feet  water  at  the  lowest  time  of  tide.  This  we  as- 
certained from  careful  soundings  at  low  water,  and  after  having 
finished  the  soundings  for  ourselves,  ascertained  that  Stockton's 
report  and  diagram  confirmed  on  our  survey." 

Brunswick  is  healthy,  surrounded  as  it  is  on  the  west,  south 
and  east  by  the  ocean.  It  is  situated  on  a  plain,  generally  eight 
or  ten  feet  above  high  water,  and  very  convenient  for  wharves. 
On  the  south  part  of  the  town,  this  point  terminates  in  an  exten- 
sive salt  marsh,  which  extends  to  St.  Simons  sound.  St.  Simons 
light  is  eight  miles  from  town,  and  the  bar  thirteen  miles.  Be- 
hind the  town,  and  within  the  distance  of  half  a  mile,  are  several 
small  holes  or  ponds,  which  contain  shallow  water,  which  may 
be  drained  at  very  small  expense.  There  is  no  other  stream  or 
resting  place  for  fresh  water  within  many  miles.  These  swamps, 
as  they  are  called,  are  low  places  in  the  sandy  plains,  where 
water  in  rains  collect,  and  in  time  have  given  rise  to  the  growth 
of  trees,  shrubs  and  plants  of  an  aquatic  kind,  thick  and  malted 
together,  so  that  it  is  very  difficult  to  pass  between  them  ;  but 
the  water  is  often  dried  up  in  the  summer,  and  as  they  are  not 
boggy,  the  foundation  is  sand,  clay  or  hard  earth,  so  that  they  are 
passable  in  any  direction  when  the  water  is  dried  up  and  the 
bushes  are  cleared. 

Upon  the  healthiness  of  the  place,  the  State  Commissioners 
are  also  decided.  "  In  regard  to  health,  we  consider  Brunswick 
superior  to  any  sea-port  on  the  southern  coast.  It  is  a  high  and 
dry  bluff,  wnth  the  total  absence  of  lagoones,  swamps  of  stagnant 
fresh  water,  and  rice  fields,  and  with  a  broad  sheet  of  clear  ocean 
water,  almost  as  salt  as  the  sea,  and  its  pure  sea  breeze  setting  in 


8 

regularly  from  ihe  ocean,  make  it  not  only  a  delightful  situation 
in  summer,  as  wo  experienced  it  to  he,  hut  give  the  strongest 
assurance  of  the  health  and  comfort  of  seamen  and  navigators, 
and  of  ihe  inhabitants  of  the  town.  We  found  tiic  wells  of  water 
as  good  as  could  i)e  exj)ected  in  so  low  a  latitude.  Though  not 
very  cool,  we  believe  it  to  be  pure,  and  that  which  we  found  in 
town  was  belter  than  the  wells  in  the  immediate  vicinity.  The 
extensive  marshes  are  overflowed  at  every  tide  with  pure  salt 
water,  and  are  not  considered  at  all  injmious  to  health.  The  sea 
breeze  sweeps  delightfully  over  them,  and  we  found  some  of  the 
most  healthy  families  in  the  vicinity  living  immediately  upon  their 
edge." 

From  my  examination  and  experience  in  February,  1836,  I 
fully  believe  in  the  truth  of  the  Commissioners'  Report,  and  from 
the  absence  of  all  natural  causes  of  unhealthiness,  and  the  cheap 
and  easy  removal,  by  draining,  of  the  collection  of  fresh  water 
within  several  miles  of  the  town,  Brunswick  may  become  one  of 
the  most  healthy  and  pleasant  residences,  in  summer  and  winter, 
within  the  southern  sea  board  of  our  country.  If  once  the  build- 
ings become  convenient,  I  believe  it  will  become  a  resort  for 
people  from  the  northern  states,  in  winter  especially,  for  health 
or  for  pleasure. 

The  above  account  of  the  great  extent  and  width  of  the  Turtle 
river,  after  passing  St.  Simons  sound,  affords  a  complete  land- 
locked anchorage  ground  for  the  largest  merchant  ships  and  any 
class  of  ships  of  war,  as  well  as  eligible  and  healthy  sites  for  na- 
val establishments.  There  appears  to  me  no  doubt,  that  Bruns- 
wick harbor  will  attract  the  attention  of  the  navy,  if  the  passage 
of  the  bar  does  not  forbid.  Upon  this  point  the  Georgia  Com- 
missioners hold  the  following  language  in  their  report  : 

"  The  object  of  Congress  in  ordering  the  survey  having  been 
the  establishment  of  a  naval  depot  on  Turtle  river,  it  is  to  be  pre- 
sumed that  the  officer  made  his  report  with  a  view  to  the  strict 
safety  of  our  ships  of  war,  and  therefore  preferred  being  rather 
under  than  over  the  depth  of  water.  We  draw  this  conclusion 
from  the  fact,  that  we  found  the  soundings  on  the  bar  to  be  gen- 
erally about  eighteen  feet,  at  as  near  low  water  as  we  could  judge; 
our  shallowest  sounding  was  seventeen  feet,  but  we  found  more 
water  on  the  same  tack.  As  we  found  Stockton's  report,  very 
accurate  in  every  respect,  and  as  he  had  spent  some  time  in  the 


survey,  we  conclude  that  the  water  on  the  bar  may  be  set  down 
at  from  sixteen  to  seventeen  feet  at  low  water,  and  twenty-two  or 
twenty-three  at  high  water,  striking  a  medium  between  his  survey 
and  our  soundings.  The  pilots  and  coasting  captains  on  board 
the  vessel  we  employed  in  this  service,  seemed  to  be  of  opinion 
that  there  was  still  deeper  water,  as  they  stated  that  they  would 
risk  their  nautical  skill  and  reputation  in  undertaking  to  bring  the 
largest  class  of  merchant  ships,  trading  to  the  south,  across  this 
bar,  at  any  time  of  tide.  An  experienced  pilot,  whose  services 
we  had  engaged,  assured  us  that  he  had  been  intimately  acquaint- 
ed with  this  bar  for  about  twenty-three  years,  and  its  breadth  and 
depth  had  not  varied  the  least  in  that  time.  We  judge  the  ex- 
tent of  the  bar  across  it  to  be  about  a  quarter  of  a  mile,  and  from 
half  to  three  quarters  in  width,  between  the  north  and  south 
breakers,  to  be  navigable  for  large  vessels.  One  of  the  great 
excellencies  of  the  bar  is,  that  ships  can  pass  over  it  in  a  direct 
line  with  a  favorable  wind,  and  if  the  wind  should  be  ahead,  she 
has  a  ])lenty  of  room  for  beating  up.  Mr.  King,  the  intelligent 
and  enlightened  Senator  of  Glynn  (county,)  who  lives  immedi- 
ately on  St.  Simons  sound,  assured  us  that  it  was  by  no  means 
a  rare  occurrence  for  coasting  vessels  of  heavy  burden,  entirely 
unacquainted  with  the  bar,  and  without  a  pilot,  to  put  into  the 
sound  in  stress  of  weather  for  safety,  and  that  this  is  done  at  night 
as  well  as  in  day.  This  we  consider  as  the  most  conclusive  evi- 
dence of  the  superior  excellence  and  perfect  safety  of  this  bar, 
and  the  protection  aiforded  to  ships  that  run  into  the  sound  in  bad 
weather.  Of  the  entire  safety  and  excellence  of  this  bar,  for  the 
navigation  of  ships  drawing  from  twenty  to  twenty-one  feet  of 
water,  we  can  therefore  speak  in  terms  of  the  highest  approba- 
tion." 

For  the  purpose  of  connecting  the  immense  and  growing  trade 
of  the  Altamaha  river,  which  opens  an  interior  navigation  within 
the  State  of  five  hundred  miles  on  the  Ocmulgee  as  far  as  Macon, 
and  four  hundred  miles  to  Milledgeville  on  the  Oconee,  with  the 
capacious  and  beautiful  harbor  of  Brunswick  on  the  Turtle  river, 
the  Legislature  of  Georgia  has  incorporated  a  company,  with 
very  liberal  privileges.  The  State  has  also  been  so  well  con- 
vinced of  the  utility  of  the  plan  to  unite  the  Altamaha,  which  has 
no  good  harbor,  with  the  harbor  of  Brunswick,  which  has  no 
navigable  river,  that  it  has  authorized  ^50,000  of  the  stock  to  be 


10 

taken  in  its  behalf.  The  act  of  incorporation  of  December  20, 
1834,  authorizes  the  company  to  niako  a  canal  or  rail-road,  or 
both,  between  the  water  of  the  Altamaha  and  Turtle  river,  and 
secures  them  in  the  perpetual  enjoyment  of  their  privileges,  and 
against  the  erection  of  a  rail-road  or  canal  within  twenty  miles  of 
either.  It  gives  the  company  also  a  right  to  establish  any  toll  it 
may  think  expedient,  provided  that  the  amount  received  shall  not 
exceed,  for  any  successive  twelve  months,  twenty -five  per  cent., 
net  profit,  upon  the  amount  expended  in  establishing  the  canal 
and  rail-road,  and  keeping  them  in  good  repair.  The  capital 
stock  provided  by  the  act  is  $200,000,  which  may  be  increased 
one-third,  in  one  hundred  dollar  shares.  The  act  of  the  com- 
pany provides,  also,  that  in  the  subscription  to  the  stock,  $5  a 
share  shall  be  paid  down  at  the  time  of  subscribing,  and  in  its 
own  subscription  the  $5  per  share  shall  not  be  paid  until  the  com- 
pany have  paid  their  portion  of  the  first  instalment.  This  first 
payment  both  by  the  individual  subscribers  and  on  the  part  of  the 
State,  have  been  already  made,  and  $10,000  are  now  ready,  in 
the  hands  of  the  treasurer,  to  meet  the  expense  of  surveys  and 
other  preliminary  measures  for  commencing  the  work. 

Instead  of  a  canal  with  locks  at  both  ends,  it  has  been  sug- 
gested that  a  thorough  cut  would  accomplish  the  object  without 
locks.  But  this  would  be  injurious  to  the  country,  ruinous  to 
every  kind  of  navigation,  and  probably  lead  to  a  total  stoppage  of 
the  canal.  It  would  also  carry  into  Brunswick  harbor,  a  vast  d  n.l 
of  sand  and  mud,  during  freshes,  from  the  Altaai;  ha,  and  fi  ally 
fill  the  harbor  so  as  to  destroy  navigation.  For  which  reasons,  I 
think  it  would  be  policy  for  the  State  to  forbid  the  executio.i  of 
such  a  plan,  from  the  Altamaha,  or  from  any  other  river  discharg- 
ing into  Brunswick  harbor,  without  a  lock  navigation  in  common 
form. 

Proposed  Route  of  the  Canal. 

Several  lines  were  surveyed  for  the  canal.  The  first  was  be- 
gun at  Powell's  landing  on  Gibson's  creek,  and  carried  through 
the  pine  woods  over  the  sandy  plain  nine  miles  from  the  south 
branch  of  the  Altamaha  river,  as  marked  on  the  plan  x\  B  C. 
This  line,  as  seen  on  the  profile  No.  1,  is  very  unfavorable, 
being  about  twenty-five  feet  average  depth  of  cutting  to  high 


11 

water  mark  in  Brunswick  harbor,  besides  having  a  circuitous 
route  by  the  creek  and  Turtle  river,  of  about  eight  miles  to 
Brunswick.  Any  line  west  of  this  will  be  more  unfavorable, 
while  a  better  route  may  be  found  on  the  east,  along  the  swamps 
forming  the  head  of  Gibson's  creek,  which  enters  into  Turtle 
river,  and  those  which  form  the  head  of  Six-mile  creek,  dis- 
charging into  the  Altamaha,  between  the  plantations  of  Mr. 
Charles  Grant  and  Mr.  Hugh  Grant,  as  shown  on  the  plan.  It 
was  impossible  to  carry  the  survey  through  those  swamps,  and  it 
was  conducted  most  of  the  way  along  the  sides,  on  hard  and  dry 
land,  and  extending  offsets  into  the  swamp,  from  different  points 
along  the  main  line  of  the  survey.  The  crooked  line  O  N  M  L 
K  F  was  thus  surveyed,  as  that  also  marked  L  P  Q  R,  and  the 
profile  of  each  is  marked  with  the  same  letters,  Nos.  2  and  5. 

From  these  lines  of  survey  the  offsets  were  occasionally  made 
into  the  swamp,  at  places  where  the  level  of  the  water  standing 
in  them  indicated  a  general  level  of  the  ground.  From  these 
offsets,  or  cross  levels,  have  the  two  lines  through  the  swamp 
been  drawn,  either  of  which  may  be  adopted  for  the  canal.  The 
first,  beginning  at  F,  on  the  left  bank  of  Gibson's  creek,  below 
the  bridge  ;  thence  the  line  F  straight  to  G,  thence  straight  to 
H,  thence  straight  to  I,  where  it  opens  into  the  Six-mile  creek, 
and  follows  the  creek  to  the  Altamaha  river.  The  second  direct 
line  is  the  same  to  G.  Here  is  an  angle  at  the  creek,  from 
which  point  to  the  Altamaha  river  at  J  the  course  is  straight. 

It  will  be  seen  that  both  these  lines,  on  the  profiles  Nos.  3  and 
4,  through  the  swamp,  are  much  alike  as  to  expense  of  excava- 
tion for  about  four  and  half  miles  to  S,  and  having  a  mean  depth 
of  about  twelve  feet  to  the  level  of  high  water  in  Turtle  river  or 
Brunswick  harbor.  The  north  end  of  the  first  line  crosses  the 
Six-mile  creek,  twice  between  the  Messrs.  Grants  farms,  then 
passes  over  Mr.  Hugh  Grant's  rice  field,  and  enters  the  creek 
about  half  a  mile  above  its  junction  with  the  river.  On  exam- 
ining the  profiles,  Nos.  3  and  4,  from  S  to  I  on  the  first  line, 
and  from  S  to  J  on  the  second,  some  advantages  are  obvious  in 
the  excavation  of  the  first  over  the  corresponding  part  of  the 
second  line.  But  the  claim  for  damages  by  Messrs.  Grants,  for 
injury  to  their  plantations,  disturbing  their  use  of  the  creek,  cross- 
ing the  rice  fields,  and  the  inconvenient  mode  of  entering  the 
Altamaha,  render  it  doubtful  whether  it  is  not  expedient  for  the 


12 

company  to  encounter  tlie  greater  expense  of  excavation  on  this 
part  of  (lie  second  line,  ratlier  than  to  incur  the  risk  of  claims  for 
damages  on  the  first.  It  will  be  seen,  also,  that  the  place  of  en- 
tering into  the  Altamaha  on  the  second  line  is  much  more  advan- 
tageous than  into  the  Six-mile  creek.  The  length  of  these  two 
lines,  from  G  to  J  on  the  Altamaha,  and  on  the  first  from  G  to 
the  mouth  of  the  creek,  are  much  alike,  and  making  a  circuitous 
navigation  of  the  river  more  than  a  mile  and  a  half  from  the 
mouth  of  the  creek  to  the  termination  of  the  second  line  at  J. 
If  the  second  line  be  adopted  the  navigation  by  the  canal  to 
Brunswick  will  be  one  and  a  half  miles  shorter  than  by  the  first 
route. 

The  second  line  passes  straight  from  G  to  the  river,  and  over 
the  west  side  of  Mr.  Hugh  Grant's  rice  field,  to  avoid  which, 
and  keep  the  canal  still  straight,  the  line  may  be  turned  on  the 
point  G,  so  that  it  may  be  laid  along  the  edge  of  the  swamp  on 
the  western  side  of  the  rice  field,  and  thus  lessen  the  damage  he 
may  claim,  enter  the  river  in  a  better  position,  and  the  cost  of 
the  work  be  no  greater. 

From  S  on  both  lines,  the  one  through  the  deep  cutting  will 
cost  about  $40,000  more  than  for  the  other  along  the  creek,  and 
the  part  through  the  rice  field  or  both  w^ill  be  nearly  the  same. 
From  I  on  the  first  to  J  on  the  second  is  two  miles  of  crooked 
navigation  by  the  creek  and  river,  which  is  lengthening  the  canal 
nearly  for  that  distance  more  than  the  straight  line.  The  course 
may  be  turned  along  the  foot  of  the  high  land  towards  T,  and 
then  fall  into  the  river,  unless  it  goes  in  a  direct  line  to  J. 

I  propose  also  to  drain  the  swamp  by  the  Six-mile  creek,  as 
the  waters  of  Gibson's  creek,  where  I  propose  to  let  it  into  the 
canal,  is  now  almost  fresh  during  many  seasons  of  the  year.  All 
the  w^ater  may  therefore  easily  be  sent  the  other  way  to  the  Alta- 
maha, and  leave  the  little  that  is  allowed  to  collect  at  the  other 
end  to  run  into  the  canal,  and  Gibson's  creek  will  then  be  salt. 
As  no  fresh  water  ever  ought  to  be  admitted  into  the  canal  in 
great  quantities,  some  inconvenience  for  the  drain  by  the  creek 
will  arise  from  making  the  canal  on  that  route. 

I  present  these  views  to  the  consideration  of  the  company,  be- 
cause Messrs.  Grants  are  the  only  persons  on  the  whole  route, 
who  can  have  any  claim  for  damages,  and  in  no  case  have  I  es- 
timated the  value  of  land  taken,  as   I  believe   all  the   adjoining 


13 

owners,  even  Messrs.  Grants  will  be  greatly  benefitted  by  the 
canal. 

The  line  I  shall  therefore  recommend  for  the  canal,  on  account 
of  the  much  better  and  shorter  route,  is  as  follows  : — beginning 
about  a  mile  from  Brunswick,  on  the  Academy  creek  at  D, 
thence  the  surveyed  line  to  E  near  Ellis'  bluff  is  3.2358  miles. 
The  first  part  of  the  line  across  the  marsh  from  D  to  V  to  be  a 
canal  and  the  remaining  part  to  follow  the  creek,  deviating  but 
little  from  the  line  surveyed,  as  laid  along  the  edge  of  the  marsh 
at  the  foot  of  the  sandy  bluff. 

From  E  to  F  through  open  fields  and  woods  to  the  left  bank 
of  Gibson's  creek  below  the  bridge,  the  distance  is  1.1941  miles, 
having  a  depth  of  cutting  about  8  feet  to  high  water  mark  in 
Brunswick  harbor. 

From  F  to  G,  a  distance  of  2.0312  miles,  the  line  is  along  the 
creek  and  crossing  it  several  times,  with  a  depth  of  about  6  feet 
to  high  water. 

From  G  to  J  on  the  Altamaha,  the  distance  is  6.3733  miles 
with  a  mean  depth  of  12  feet  to  high  water  through  the  swamp, 
and  through  the  deep  cutting  at  the  north  end,  the  depth,  for 
about  1.14113  miles  is  22  feet.  From  the  deep  cut  through  the 
rice  fields  to  the  Altamaha,  is  0.5445  miles,  and  one  foot  above 
high  water  in  Brunswick  harbor. 

Form,  depth,  and  dimensions  of  Canal. 

Before  any  calculation  can  be  made  as  to  the  cost,  the  kind  of 
navigation  and  the  general  uses  of  the  canal  must  first  be  deter- 
mined. The  object  of  the  canal  is  to  open  the  trade  of  the 
Altamaha  with  the  harbor  of  Brunswick,  where  no  trade  or  boat 
at  present  is  ever  seen,  and  seldom  any  kind  of  vessels  but  the 
smallest  coasting  craft.  The  boats  in  use  on  the  river  are  21  feet 
wide,  and  80  or  90  long,  and  some,  I  am  told,  are  115  in  length. 
These  boats  carry  down  the  river  to  Darien  from  various  parts 
of  the  Altamaha  and  its  branches,  from  500  to  700  bales  of  cot- 
ton in  bags  of  about  300  pounds  each.  Two  kinds  of  steam- 
boats are  also  employed  ;  one  35  feet  wide  between  the  outside 
of  the  wheels  which  are  used  for  towing  two  boats  loaded  with 
cotton,  one  on  each  side,  but  seldom  take  other  loading  up  or 
down  the  river  except  passengers.     They  often  proceed  below 


14 

Darien  wiih  ihcir  cotton  to  ships  which  load  at  Doby  Island  12 
miles  below,  and  sometimes  even  proceed  to  Savannah.  The 
other  kind  of  steamboats  have  a  wheel  in  the  stern,  and  are  about 
20  feet  wide.  These  carry  cotton  on  board  and  sometimes  take 
a  boat  in  tow.  Cotton  is  the  descending  freight  principally,  but 
gram,  rice,  and  other  produce  is  occasionlly  added.  Tiie  as- 
cending freight  is  equal  or  superior  to  that  which  descends,  con- 
sisting of  iron,  West  India  and  European  goods,  manufactures 
and  other  articles,  carried  up  for  distribution  in  various  directions 
through  an  extensive  country.  There  are  about  130,000  bales 
of  cotton  brouglit  down  the  river  annually,  and  it  is  increasing. 

Besides  these  agricultural  products  there  is  a  quantity  of  tim- 
ber, plank  and  scantling,  brought  down  the  river  on  rafts  from  the 
interior  of  Georgia,  which  will  greatly  increase  when  it  can  be 
carried  by  the  canal  to  foreign  ships  in  Brunswick  harbor,  where 
it  may  be  immediately  shipped. 

I  propose,  therefore,  to  make  the  canal  six  feet  deep  below 
ordinary  high  water  in  Brunswick  harbor,  and  depend  upon  the 
tide  for  a  constant  supply,  and  admit  none  from  the  Altamaha, 
which  is  always  fresh.  During  floods  it  is  very  turbid,  will  have 
a  tendency  to  render  the  inmiediate  country  unhealthy,  and  will, 
in  process  of  time,  fill  the  canal  with  silt.  In  winter,  when  the 
water  in  the  swamp  will  naturally  be  most  abundant,  it  may  all  be 
turned  into  the  canal,  and  even  in  the  dryest  season  the  canal  may 
thus  effectually  become  a  drain  for  a  small  part,  instead  of  Gib- 
son's creek,  and  the  health  of  this  part  of  the  country  be  secured 
from  the  sickness  and  fevers  which  prevail  near  these  fresh  water 
swamps.  The  level  of  the  canal  may  be  raised  one  or  two  feet 
in  the  spring  tides,  above  common  high  w'ater,  which  will  facili- 
tate the  navigation. 

Giving  a  depth  of  6  feet,  making  the  bottom  35  feet  wide,  and 
the  slopes  1.5  feet  base  to  1  foot  rise,  leaves  the  breadth  at  the 
surface  of  the  water  53  feet,  which  is  sufficient  for  the  boats  now 
in  use  on  the  river  to  pass  each  other.  A  boat  80  feet  long  and 
21  feet  wide,  drawing  2i  feet,  displaces  113  tons  of  salt  water  at 
(53  lbs.  the  cubic  foot,  and  with  a  load  of  600  bales  of  cotton  at 
300  lbs.  each,  it  will  weigh  a  little  over  SO  tons,  thus  leaving  33 
tons  for  the  weight  of  the  boat  and  other  loading.  At  the  depth 
of  2^  feet,  two  such  boats  with  perpendicular  sides  will  pass 
each  other  with  a  space  of  3.5  feet  to  spare.     This  kind  of  boat 


15 

has  not  upright  sides,  but  they  are  rounded  inwards,  and  perhaps 
draw  a  httle  more  than  2|  feet  of  water,  but  may  pass  easily. 

The  tow  path  to  be  12  feet  wide,  which  in  common  inland 
navigation  is  generally  made  a  foot  above  the  water  of  the  canal 
and  sometimes  more,  but  here  I  would  wish  it  sufficiently  below 
the  surface  of  the  ground  to  make  a  clear  and  smooth  path,  leav- 
ing it  three  or  even  five  feet  above  the  surface  of  the  canal.  The 
tow  path  should  be  on  the  east  side,  that  it  may  be  extended  on 
the  bank  of  Academy  creek  quite  to  the  town  of  Brunswick. 

Locks. 

A  lock  will  be  necessary  at  each  end.  They  should  be  23 
feet  wide  and  100  long  in  the  clear,  with  counter  guard  gates  to 
prevent  the  river  at  one  end,  and  the  tide  at  the  other,  ever  en- 
tering the  canal,  whenever  either  rises  above  its  level.  When  I 
was  there  in  February,  1836,  there  was  but  a  few  inches  differ- 
ence between  the  level  of  the  Altamaha  and  high  water  in  Bruns- 
wick harbor.  But  sometimes  in  freshes  the  river  rises  three  or 
four  feet  above  the  tide  in  the  harbor,  and  if  not  prevented  by 
guard  gates,  the  water  will  have  admission  into  the  canal,  which 
it  is  important  to  prevent. 

A  similar  lock  will  be  necessary  at  the  south  end.  This 
should  have  counter  guard  gates  also,  but  for  reasons  a  little  dif- 
ferent from  those  which  require  them  at  the  Altamaha.  They 
are,  that  during  the  spring  tides,  when  they  flow  over  the  marsh- 
es, the  tide  rushing  in  through  the  locks  will  produce  such  a  cur- 
rent as  to  injure  the  banks  and  impede  very  much  the  navigation 
to  the  south  ;  but  there  is  no  objection  to  this  water  entering 
the  canal  as  it  is  salt.  When  the  current  prevails  from  the  river, 
the  same  takes  place,  and  boats  going  to  the  north  are  obstruct- 
ed, besides  the  fresh  water  of  the  river  will  always  tend  to  ren- 
der that  of  the  canal  more  brackish.  For  which  reasons  I  would 
prevent  a  current  from  the  river,  at  all  times,  especially  in  the 
last  months  of  summer,  and  any  strong  current  from  the  Bruns- 
wick end. 

I  would  recommend  a  sluice  for  supplying  the  canal,  to  be 
constructed  at  the  head  of  Gibson's  creek,  near  the  road, 
which  will  be  about  4  miles  from  the  south  end,  and  8  from  the 
north,  and  lead  the  drain  of  the  swamp  nearly  all  through  the 


16 

Six-mile  creek.  At  Gibson's  creek  is  a  favorable  point  for  form- 
ing it  with  gates  tliat  shall  open  when  the  tide  rises  above  the 
sin-faco  of  the  canal,  and  shut  when  the  tides  fall  below.  The 
ciUTcnt  may  be  here  regulated  at  will,  and  it  will  distribute  itself 
in  either  direction  much  better  than  if  adniitied  at  the  end. 

The  depth  of  the  lock  must  depend  upon  the  height  of  the 
tides.  The  ordinary  neap  tides  in  Brunswick  harbor  are  about 
8  feet.  During  spring  tides  it  rises  probably  3  feet  higher,  and 
falls  feet  3  lower,  making  14  feet,  and  adding  1  foot  to  the 
height  and  1  to  the  depth,  makes  16  feet  for  the  depth  of  the 
lock.  At  the  Altamaha  the  freshes  rise  2  or  3  feet  above  the 
tide  at  Brunswick,  and  the  river  falls  in  dry  seasons  about  6  feet 
below,  which  gives  a  depth  of  14  feet  for  the  lock.  The  depth 
of  the  lock  at  the  river  will  be  therefore  14  and  at  Brunswick  16 
feet. 

Estimate  of  Cost. 

The  1st  section  is  1.1524  miles  from  D  to  V  of  7  feet  deep 
below  the  surface  of  the  marsh,  which,  on  the  dimensions  and 
slopes  before  given,  produces  a  cross  section  of  318.5  square  feet; 

.    r  •^       •  318.5X5230  -_^._  ,   .  ,  ,. 

and  for  a  mue  IS  =  — ^ — =  626o5  cubic  yards,  at  15  cents 
per  yard,  makes  ^9,398  25,  and  per  1.1524  miles  is  =  $10.- 
830  00. 

The  2d  section  is  from  V  to  E  2.0833  miles.  This  section 
may  be  carried  along  the  creek,  cutting  oft' the  angles  and  straight- 
ening the  bends,  and  making  a  towing  path  next  the  bluff",  and 
forming  a  dike  on  the  sea  side,  as  well  as  on  the  first  section,  to 
defend  the  canal  at  all  times  against  the  tide.  It  will  cost  proba- 
bly $4000  a  mile,  and  will  be  preferable  on  account  of  economy, 
to  the  forming  a  canal  along  the  line  as  surveyed — 2.0833  miles 
at  $4000  a  mile,  is  $8333,20. 

The  3d  section  is  1.1941  miles  from  E  to  F  with  an  excava- 
tion 14  feet  deep,  and  a  tow  path  12  wide,  and  4  feet  deep  at  15 
cents  the  cubic  yard,  =  $24,405  50, 

and  for  1.1941  miles  is,  .  .  -  .  $29,142  36 
a  bridge  at  $500, 500  00 


$29,642  36 
This   survey  was  carried   along   the   ground  which  appeared 


17 

the  lowest,  but  before  it  is  adopted,  I  would  recommend  a  trial 
on  the   dotted  line,  as  represented   on   the   plan,  which  will  be 
shorter  and  make  the  navigation  more  direct  and  convenient. 
The4lh  section  from  F  to  G  is  2.0312  miles,  at  an  average  depth 

of  12  feet,  and  with  a  path  12  wide  and  two  deep  =  "  G^""    = 
129066  yds.  at   15   cts.,  is  $19359  90,  and  for  2'.0312  miles, 

$39,323  82 
a  bridge  at  $800  800  00 


$40,123  82 


The  5th  section  from  G  to  S  through  the  swamps  has  the  mean 
depth  of  18  feet  for  4.4165  miles,  which  =  ""'y^"=  218,240 
cubic  yards,  at  15  cents,  is  $32,736  a  mile,   and   4.4165  miles, 

$144,578  54 
a  tow  path  to  be  6  feet  below  the  surface  of  the  swamp, 

and  12  wide,  is  1?><^^  =  1408O  yards,   at    15 
cents,  is  $2,112  a  mile,  and  for  4.4165   miles,        9,327  64 
two  accomodation  bridges  on  this  section  at  $300,  600  00 

$154,506   18 

The  6th  section  is  through  the  deep  excavation  from  S  to  T, 
1.4110  miles,  and  the  average  depth  is  28  feet  =  ''"'^'''^'  =421- 
618  yards,  at  15  cents  a  yard,  =  $63,242  per  mile,  and  1.4110 
miles,  $89,234  46 

a  tow  path  12  wide  and  8  feet  deep  =  ~^  = 
18,773  cubic  yards,  at  15  cents  a  yard,  is  $2,815, 
and  for  1.4110  miles,  3,971   96 

two  accommodation  bridges  at  the  roads  at  $1000,         2,000  00 


$95,206  42 


The  7th  section  is  from  the  deep  cut  at  T,  across  the  swamp 
and  rice  field  to  the  river  Altamaha  at  J,  0.5445  miles,  and  with 
an  average  depth  of  7  feet  = '^^^^^~^  =  33,914  cubic  yards,  at 
15  cents  a  yard,  $5,087   14 

The  locks  to  be  of  brick  or  stone,  but  in  that  climate,  good, 
hard  burned  bricks  are  very  well,  and  will  make  better  work  than 
stone,  as  it  is  commonly  laid.     The  best  way  of  laying  brick  for 


18 

this  purpose  is,  in  the  chamber  of  the  lock,  to  build  up  from  the 
bottom  a  pier  of  stone  work  every  10  or  12  feet,  rounded  and 
projecting  a  little  in  front  of  the  bricks,  to  protect  them  from 
injury,  and  in  the  wing  walls  at  both  ends,  to  lay  a  horizontal 
course  about  2  or  3  feet  above  each  other,  to  secure  the  bricks 
from  violence  when  the  boats  ajjproach  in  either  direction.  This 
process  is  often  adopted  in  England  and  Holland  where  stones 
are  difficult  to  procure.  The  gate  quoins  and  coping  should  also 
be  stone. 

The  four  walls  of  the  locks  will  be  about  640  feet  long,  on   a 
mean  height  of  14  feet,  and  about  6  feet  average   thickness.     A 

thousand  of  bricks  will  lay   40   cubic  feet,   and  ^— j^j '=  1343 

thousand,  which,  at  $15  a  thousand,  laid  in  cement,  is  $20,145 
for  both  locks.  The  mitre  sills,  coping  and  gate  quoins  to  be 
of  stone,  and  the  gates  may  be  of  iron,  nearly  or  quite  as  cheap 
as  of  wood.  The  floor  to  be  of  timber  and  plank,  under  the 
whole  lock  with  sheet  piling,  and  with  a  reversed  arch  of  two 
two  courses  of  brick  in  the  chamber  of  each.  These  may  all 
make  $10,000,  or  15,000  for  each. 

Recapitulation. 


1st  Section 

1.1524  mil 

es,  from  D  to  V, 

$10,830  00 

2d        " 

2.0833 

V  toE, 

8,333  20 

3d 

1.1941 

E  to  F, 

29,642  36 

4th      " 

2.0312 

F  toG, 

40,123  82 

5th      " 

4.4165 

G  to  S, 

154,506   18 

6th      " 

1.4110 

S  to  T, 

95,206  42 

7th      " 

0.5445 

T  to  J, 

5,087   14 

Two  locks, 

$15,000, 

$30,000  00 

$373,729   12 
Contingencies,  20  per  cent.,  74,745  82 


12.8330  miles,  $448,474  94 

In  the  above  estimate  I  have  added  20  per  cent,  for  contin- 
gencies, which  is  much  more  than  is  usually  allowed  in  such 
cases,  but  I  have  included  nothing  for  Engineer's  services.  I 
have  supposed  the  whole  canal  to  have  slopes  of  one  foot  and  a 
half  base,  to  one  rise,  upon  the  condition  that  the  excavation  was 


19 

sand,  and  that  it  would  not  stand  upon  a  less  slope.  But  in  many 
parts  the  soil  is  compact  clay,  or  hard  earth,  that  most  of  it  will 
stand  on  a  much  less  slope,  and  in  others,  the  banks  may  be  laid 
with  timber  cut  in  the  line  of  canal  and  hewed  on  two  sides,  so 
as  to  make  firm  work  with  sufficient  ties  laying  back  into  the 
bank.  A  defence  may  thus  be  made  6  or  8  feet  high,  and  even 
higher  on  the  side  opposite  the  path,  which  will  save  a  great  deal 
in  excavation  alone.  Various  expedients  may  thus  be  used  to 
lessen  the  cost. 

Some  indications  of  quick  sand  appear  at  the  edge  of  the  up- 
land by  Messrs.  Grants,  and  even  in  the  margin  of  their  fields 
adjoining.  It  appears  about  level  with  the  river,  but  how  deep 
is  not  yet  ascertained.  There  is  no  difficulty  in  founding  the 
locks,  and  piling  seems  unnecessary. 

With  great  respect, 

Your  ob't  servant, 

L.  BALDWIN. 

To  Thomas  Butler  King,  Esq., 

Treasurer  of  the  Brunswick  Canal 

and  Rail-Road  Company^  Georgia, 


RESOLVES 

Aulhorizing  the  Governor  to  appoint  tJiree  Commissioners  from 
the  middle  counties  of  the  State,  to  examine  the  Port  and  Rail- 
road of  Brunswick,  ^-c. 

Whereas  it  is  of  the  first  importance  to  ilie  people,  that  all  the 
commercial  advantages  of  the  State  should  be  developed  and 
brought  into  action   with   agriculture  ; — And   whereas,  it  has 
long  been  represented  that  the  port  of  Brunswick  is  calculated, 
by  nature,  to  promote  the  best  interest  of  one-third  of  the  pop- 
ulation of  Georgia  ; — And  whereas,  for  the  purpose  of  procur- 
ing more  official  data  and  information  upon  a  subject  of  such 
(vital)  importance,  for  the  use  of  the  Legislature  : 
Be  it  resolved,  That  His  Excellency  the  Governor  be,  and  he 
is  hereby  authorized  and  required  to  appoint  three  fit  and   proj^er 
persons  for  the  middle  counties  of  this  State,  whose  duty  shall  be 
to  go  and  examine   the   commercial  advantages   of   the   port   of 
Brunswick,  and  the  Rail-road  avenue  to  the  Altamaha,   and   re- 
port thereon,  upon  oath,  whether  or  not  it  would   be  advisable 
for  the  State  to  render  any  aid  in  opening  Brunswick  to   the  in- 
terior ;  and  that  the  Governor  do   communicate  the  said   report 
to  the  next  Legislature,  together  with  his  views  upon  the  subject. 
Resolved  further,  That  the  aforesaid  Commissioners  be  allowed 
a  reasonable  compensation  for  their  time  and  expenses,  for  a  trip 
to  Brunswick  and  back,  and  that  the  Governor  pay  the  same  out 
of  the  contingent  fund. 

Agreed  to  December  ]7ih,  1832. 

ASBURY  HULL,  Speaker. 
In  Senate,  concurred  in,  Dec.  20th,  1S32. 

THOMAS  STOCKS,  President. 
Attest, 

L  L.  HARRIS,  Secretary. 
Approved,  Dec.  21st,  1832. 

WILSON  LUMPKIN,  Governor. 


REPORT. 

Of  John  G.  Polhill,  Hugh  Lawson,  and  Moses  Fort, 
Commissioners  appointed  to  examine  the  Port  and  Rail-road 
of  Brunswick,  &c. 


MiLLEDGEVILE,  17TH  JuLY,  1833, 

To  the  Honorable   Senate  and  House  of  Representatives  of  the 
State  of  Georgia. 

Gentlemen  : — The  Commissioners  appointed  by  his  Excel- 
lency the  Governor,  in  conformity  with  a  Resolution  of  your 
body  of  the  17th  of  December,  "  To  go  and  examine  the  com- 
mercial advantages  of  the  Port  of  Brunswick  and  the  Rail-road 
avenue  to  the  Altamaha,  and  report  thereon  upon  oath,  whether 
or  not  it  would  be  advisable  for  the  State  to  render  any  aid  in 
opening  Brunswick  to  the  interior,"  proceeded  early  in  the  month 
of  June  last  to  execute  the  duties  of  their  commission,  and  beg 
leave  to  submit  the  following  Report. 

The  town  of  Brunswick  is  situated  on  the  north  branch  or  arm 
of  Turtle  river,  near  the  centre  of  our  sea  coast,  about  eight 
miles  from  St.  Simons  light  house,  just  above  the  31st  degree  of 
north  latitude,  in  the  county  of  Glynn,  about  13  miles  from  St. 
Simons  bar.  The  site  of  the  town  is  a  beautiful  bluff  of  close 
sand,  the  soil  is  perfectly  dry  and  very  eligible  for  a  large  city, 
being  elevated  from  S  to  12  feet  above  high  water,  and  extending 
itself  up  and  down  the  river  for  upwards  of  two  miles,  affording 
a  delightful  situation  for  a  town  of  the  largest  extent.  The  beau- 
ty of  its  location — its  splendid  river,  and  circumjacent  islands, 
make  it  altogether  the  handsomest  site  we  have  seen  on  our  coast 
for  the  erection  of  a  commercial  emporium  and  naval  depot. 
Though  this  splendid  sheet  of  water  is  called  Turtle  river,  yet, 
from  its  width,  its  great  depth  and  its  length,  it  may  more  prop- 
erly be  called  an  inlet  or  arm  of  the  sea,  which  extends  about  20 


22 


or  25  miles  into  the  interior.  The  entrance  from  the  ocean  is 
between  St.  Simons  Island  on  the  north,  and  Jekyl  Island  on 
the  south.  This  inlet  between  the  islands  is  about  a  mile  in 
width.  The  bar  over  which  ships  enter  it  from  the  ocean,  is 
about  five  miles  from  the  light-house  on  the  south  of  St.  Simons, 
and  is,  from  all  that  we  can  learn,  the  best  and  the  safest  on  the 
southern  coast,  with  the  exception  perhaps  of  Norfolk  in  Vir- 
ginia. Besides  having  had  access  to  the  report  of  a  survey  made 
by  Lieut,  Stockton,  under  the  authority  of  the  United  States, 
we  took  soundings  ourselves  under  the  pilotage  of  experienced 
men  who  had  been  many  years  well  acquainted  with  the  coast, 
and  especially  with  St.  Simons  bar.  The  experienced  officer 
who  made  the  survey  alluded  to,  has  set  down  the  average  depth 
of  the  bar  at  IG  feet  at  dead  low  water,  and  ascertained  the  rise 
of  the  tide  to  be,  on  an  average,  about  6  feet,  giving  22  feet  at 
high  water ;  stating  at  the  same  time  that  he  was  not  satisfied  that 
he  had  found  the  best  water. 

The  object  of  Congress  in  ordering  this  survey  having  been 
the  establishment  of  a  naval  depot  on  Turtle  river,  it  is  to  be  pre- 
sumed that  the  officer  made  this  report  with  a  view  to  the  strict 
safety  of  our  ships  of  war,  and  therefore  preferred  being  rather 
under  than  over  the  depth  of  water.  We  draw  this  conclusion 
from  the  fact,  that  we  found  the  sounding  on  the  bar  to  be  gener- 
ally about  IS  feet  at  as  near  low  water  as  we  could  judge  ;  our 
shallowest  sounding  was  17  feet,  but  we  found  more  water  on  the 
same  track.  As  we  found  Stockton's  report  very  accurate  in 
every  respect,  and  as  he  had  spent  some  time  in  the  survey,  we 
conclude  that  the  water  on  the  bar  may  be  set  down  at  from  16 
to  17  feet  at  low  water,  and  22  to  23  at  high  water — striking  at 
a  medium  between  his  survey  and  our  soundings.  The  pilots 
and  coasting  captains  on  board  the  vessel  we  employed  in  this 
service  seemed  to  be  of  opinion  that  there  was  still  deeper  water, 
as  they  stated  that  they  would  risk  their  nautical  skill  and  reputa- 
tion, in  undertaking  to  bring  the  largest  class  of  merchant  ships, 
trading  to  the  south,  across  this  bar  at  any  time  of  tide.  An  ex- 
perienced pilot,  whose  services  we  had  engaged,  assured  us  that 
he  had  been  intimately  acquainted  with  this  bar  for  about  twenty- 
three  years,  and  that  its  breadth  and  depth  had  not  varied  the  least 
in  that  time.  We  judge  the  extent  of  the  bar,  across  it,  to  be 
about   a  quarter  of  a   mile,  and   from   half  to   three  quarters   in 


23 

width,  between  the  north  and  the  south  breakers,  to  be  navigable 
for  large  vessels.  One  of  the  great  excellencies  of  the  bar  is, 
that  ships  can  pass  over  it  in  a  direct  course  with  a  favorable 
wind,  and  if  the  wind  should  be  ahead,  she  has  a  plenty  of  room 
for  beating  up.  Mr.  King,  the  intelligent  and  enlightened  Sen- 
ator of  Glynn,  who  lives  immediately  on  St.  Simons  sound,  as- 
sured us,  that  it  was  by  no  means  a  rare  occurrence  for  ships  of 
heavy  burden,  entirely  unacquainted  with  the  bar,  and  without  a 
pilot,  to  put  into  the  sound  in  stress  of  weather  for  safety,  and 
that  this  is  done  at  night  as  well  as  in  the  day.  This  we  con- 
sider as  the  most  conclusive  evidence  of  the  superior  excellence 
and  perfect  safety  of  this  bar,  and  the  protection  afforded  to 
ships  that  run  into  the  sound  in  bad  weather.  Of  the  entire  safe- 
ty and  excellence  of  this  bar  for  the  navigation  of  ships,  drawing 
from  20  to  21  feet  of  water,  we  can  therefore  speak  in  terms  of 
the  highest  approbation. 

We  account  for  the  unvarying  depth  of  this  bar,  from  the  great 
weight  and  depth  of  water  which  at  every  ebb  tide  sets  out  of 
Turtle  river  to  the  ocean.  In  coming  in  from  sea,  immediately 
after  crossing  the  bar,  the  soundings  gave  us  from  five  to  ten 
fathoms,  and  this  depth  was  retained  with  but  little  variation, 
till  we  reached  within  half  or  three  quarters  of  a  mile  of  Bruns- 
wick. We  are  informed  by  navigators,  that  the  river  continues 
unusually  deep,  almost  to  its  very  source.  From  these  facts,  we 
conclude  that  the  bar  will  always  retain  its  present  depth,  for 
there  is  no  cause  visible  to  us,  or  to  be  drawn  by  inference  from 
the  character  of  the  river,  to  produce  any  variations  in  the  tide 
or  changes  in  the  bar.  In  the  most  of  our  other  rivers  which 
penetrate  into  the  mountainous  country  of  the  interior,  the  great 
inundations  frequently  happening  carry  dovi^n  immense  quantities 
of  sand  and  alluvial  soil,  which  are  continually  shifting  the  chan- 
nel, and  affecting  the  depth  and  location  of  the  navigable  waters, 
where  they  empty  into  the  ocean.  Hence  it  is,  that  there  is  so 
much  danger,  delay  and  expense  attending  the  ascent  to  our  oth- 
er sea  ports.  We  think  we  may  confidently  say,  that  the  boun- 
tiful hand  of  nature  has  entirely  exempted  the  port  of  Bruns- 
wick and  its  noble  stream,  and  will  continue  in  all  future  lime  to 
exempt  them,  from  these  difficulties  and  obstructions  to  their 
navigation. 

When  you  approach  within  half  a  mile  of  the  town,  there  is  a 


24 

small  salt  marsh  island  which  divides  (he  river  into  the  northern 
and  eastern  hranchcs,  the  main  chamicl  rnnning  sonthward  of  this 
island,  liotvveen  IJrandy  Point  on  this  island,  and  Dennis's 
Folly  on  the  Biiinswick  shore,  there  is  an  inner  bar,  upon  which 
there  is  about  twelve  feet  at  low  water,  and,  as  the  tide  rises  ten 
feet,  it  gives  the  same  depth  of  water  that  we  find  on  the  outer 
bar,  with  this  advantage,  that  the  bottom  being  soft  mud  creates 
no  damage  to  ships  and  may  be  very  easily  deepened  if  it  were 
necessary.  But  no  such  necessity  exists,  as  any  ship  that  cross- 
es the  outer  bar  can  run  over  this  at  high  water,  and  find  the  best 
anchorage  near  the  bluff  along  the  whole  extent  of  the  town,  in 
from  twenty  to  forty  feet  water  at  the  lowest  time  of  tide.  This 
we  ascertained  from  careful  soundings  at  low  water,  and  after 
having  finished  the  soundings  for  ourselves,  ascertained  that 
Stockton's  report  and  diagrams  confirmed  our  own  survey. 

From  the  fact  that  we  crossed  the  outer  bar  thirteen  miles  from 
town,  and  beat  up  against  a  very  light  breeze  to  Brunswick  in 
about  three  hours,  we  can  state  safely,  that  a  vessel  may  pass  in 
or  out,  from  the  bar  to  the  town,  with  the  wind  from  any  direc- 
tion, and  with  a  fair  good  breeze,  can  reach  the  vi^harves,  and  get 
to  sea  from  them,  in  less  .than  two  hours.  The  width  of  the 
river  and  the  channel  affords  an  opportunity  for  making  long 
tacks,  which  are  very  desirable  in  beating  up  or  down  a  river 
or  strait.  The  vessel  once  in  port,  we  consider  her  entirely 
sheltered  from  any  gale  or  storm,  short  of  the  most  violent  hur- 
ricane or  tornado,  such  as  would  be  dangerous  on  land  as  well  as 
on  the  water.  The  harbor  is  completely  land-locked  by  a  beau- 
tiful crescent  or  semicircle  of  islands  stretching  along  the  south- 
ern branch  of  the  river,  and  preventing  the  heavy  swell  of  the 
ocean  from  affecting  the  water  in  the  harbor.  In  addition  to  this, 
an  extensive  salt  marsh  stretches  along  to  the  east  of  Brunswick, 
which  also  acts  as  a  protection  from  heavy  swells  in  the  sound 
and  the  ocean.  The  course  of  the  river  itself  turning  nearly 
south  immediately  around  the  north  point  of  Jekyl,  with  that 
island  on  the  south  and  the  Brunswick  promontory  on  the  north, 
acts  as  a  protection  to  the  port  ;  the  river  making  a  sudden  turn 
towards  Brunswick  at  a  point  of  high  ground  known  as  Dennis's 
Folly.  All  this  will  be  more  apparent  to  your  honorable  body 
by  a  reference  to  a  map  of  Brunswick,  its  port,  its  environs,  and 
the  position  and  course  of  the  rail-road,  which  we  have  ordered 


25 

to  be  carefully  drafted,  after  a  very  correct  model,  (with  a  (ew 
alterations  indicated  by  us)  by  the  county  surveyor,  to  be  sub- 
mitted as  a  part  of  this  report. 

In  the  southern  and  principal  branch  of  the  river  is  the  outer 
harbor.  In  this  harbor,  the  whole  navy  of  our  country  might 
ride,  with  perfect  safety,  in  seven  fathoms  water,  and  moor  within 
a  mile  of  the  town. 

In  regard  to  health,  we  consider  Brunswick  superior  to  any 
sea  port  on  the  southern  coast.  Its  high  and  dry  bluff,  the  total 
absence  of  lagunes,  swamps  of  stagnant  fresh  water  and  rice  fields 
— its  broad  sheet  of  clear  ocean  water,  almost  as  salt  as  the  sea, 
and  its  pure  sea  breeze  setting  in  regularly  from  the  ocean,  make 
it  not  only  a  delightful  situation  in  summer,  (as  we  experienced 
it  to  be,)  but  give  the  strongest  assurance  of  the  health  and  com- 
fort of  seamen  and  navigators,  and  of  the  inhabitants  of  the  town. 
We  found  wells  of  water  as  good  as  could  be  expected  in  so  low 
a  latitude.  Though  not  very  cool,  we  believe  it  to  be  pure,  and 
that  which  we  found  in  town  was  better  than  the  wells  in  the  im- 
mediate vicinity.  The  extensive  salt  marshes  are  overflowed  at 
every  tide  with  pure  salt  water,  and  are  not  considered  at  all  in- 
jurious to  health.  The  sea  breeze  sweeps  delightfully  over  them, 
and  we  found  some  of  the  most  healthy  families  in  the  vicinity 
living  immediately  upon  their  edge. 

Brunswick  may  be  so  protected  by  fortifications  as  to  become 
entirely  inaccessible  to  any  naval  force  that  might  attempt  to  ap- 
proach it.  The  inlet  between  St.  Simons  and  Jekyl  Island  be- 
ing but  a  mile  wide,  might  be  defended  by  forts  on  both  sides,  so 
as  to  cut  off  any  naval  armament  that  might  attempt  to  enter  it. 
Should  an  enemy's  ship  succed  in  passing  this  strait,  there  are 
other  points  for  defence,  on  Cedar  hammock,  the  firm  marsh  on 
the  opposite  side,  on  Dennis's  Folly,  and  on  Brandy  Point — all 
well  calculated  for  the  strongest  and  most  effectual  fortifications. 
Whether,  therefore,  we  regard  the  "  commercial  advantages  of 
the  port  of  Brunswick,"  in  reference  to  the  water  on  the  bar  and 
in  the  river, — in  reference  to  the  short  time  in  which  a  ship  of 
large  draft  may  sail  in  or  out  of  port,  against  or  with  the  wind, 
— in  reference  to  the  excellence  of  the  anchorage  in  port,  and 
her  entire  safety  from  storms  while  there, — whether  we  view  them 
in  reference  to  the  health,  convenience  and  beauty  of  locality  ; 
or  in  reference  to   their  capability  of  being  made  impregnable  to 


26 

an  enemy — your  Commissioners  regard  tlicm  as  of  a  very  supe- 
rior order  ;  and  with  tliis  opinion,  formed  from  accurate  inspec- 
tion and  personal  examination,  we  feel  constrained  to  say,  that  it 
is  liighly  "  advisable  for  the  stale  to  render  aid  in  opt7iing  Bruns- 
wick to  the  interior  ;  "  and  tiiis  aid  ought,  for  the  benefit  of  the 
state  and  its  inhabitants,  to  be  rendered  efficiently  and  promptly. 
Of  the  "rail-road  avenue  to  the  Altamaha,"  we  can  speak  in 
terms  equally  unequivocal  and  equally  favorable.  The  distance 
of  this  avenue  is  but  eleven  miles  and  a  few  chains  from  river  to 
river.  From  the  Altamaha  swamp  to  the  bluff' at  Brunswick,  its 
location  is  as  fine  and  beautiful  for  such  an  improvement  as  can 
be  found  in  any  part  of  the  Union.  Its  course  is  over  a  cam- 
paign country,  so  level  that  its  inequalities  are  scarcely  percepti- 
ble to  the  naked  eye.  It  lies  over  a  pine  barren  flat,  of  close, 
compact,  sandy  foundation  from  river  to  river,  and  when  once 
completed  and  settled,  the  Commissioners  are  of  opinion  that  it 
will  be  as  firm  and  hard,  and  as  well  adapted  to  rail-road  opera- 
tions, and  as  little  liable  to  injury  from  any  causes  as  could  be 
selected  in  the  state.  There  is  but  one  curve  in  the  whole  route, 
and  that  very  gradual,  to  avoid  the  point  of  a  bay  swamp,  which 
would  have  increased  the  labor  and  expense  to  have  run  through 
it.  From  this  curve,  a  shade  tree  of  ordinaiy  height,  on  the 
bluff' at  Brunswick,  is  distinctly  visible  to  the  naked  eye,  along 
the  avenue,  at  the  distance  of  eight  miles  or  upwards  ;  and  it 
will  require  but  little  additional  labor  and  skill  to  render  the  foun- 
dation, now  almost  completed,  a  dead  level  the  entire  distance 
from  the  Altamaha  to  Brunswick.  This  foundation  has  been 
thrown  up  by  the  superintendent,  with  a  becoming  regard  to  the 
public  service,  and  in  a  style  which  does  credit  to  his  skill  and 
industry.  As  far  as  completed,  it  is  a  road  of  the  first  order 
for  horses  and  carriages,  and  is  daily  becoming  firmer  and  better 
from  use.  About  the  middle  of  June,  when  we  examined  it,  the 
foundation  was  thrown  up  about  two  thirds  of  the  way,  the  aven- 
ue cut  the  whole  distance,  and  the  superintendent  expected  to 
complete  it  in  two  or  three  months.  Nothing  will  then  remain 
to  be  done,  but  to  prepare  it  for  the  reception  of  the  rails.  In 
the  immediate  vicinity  of  the  entire  route,  there  is  an  abundance 
of  the  best  cypress  and  live  oak  for  the  wood  work.  The  heav- 
iest job  in  its  completion  will  be  the  junction  of  the  rail-road 
with  the  Altamaha,  though  this  is  by  no  means  a  serious  one.    It 


27 

may  be  united  either  with  Rail-road  creek,  or  with  the  river 
itself,  or  with  Six-mile  creek  ;  the  latter  we  think  the  most  elig- 
ible, as  this  creek  is  wide  and  deep  enough  for  up  country  boats, 
and  enters  the  river  in  a  deep  bight,  which  renders  it  very  con- 
venient for  boats  to  enter.  In  either  route,  the  distance  will  be 
rather  over  half  a  mile,  and  w.v<y  be  either  excavated  to  the  fine 
bluff  by  a  canal  and  basin,  or  the  road  be  extended  through  the 
swamp,  which  is  there  a  rice  field  in  cultivation.  Before  it  en- 
ters the  ocean,  the  Allamaha  divides  itself  into  four  branches  ; 
on  the  southern  branch,  which  from  examination  and  information 
we  found  to  be  the  deepest  and  best  for  navigating  boats,  the 
rail-road  will  end. 

As  to  the  cost  of  this  work,  we  have  only  such  data  as  will 
enable  us  to  approximate  a  reasonable  estimate.  We  have  ad- 
dressed the  Agent  of  the  Charleston  rail-road,  for  accurate  infor- 
mation from  experience,  but  not  having  received  an  answer,  we 
fleem  it  our  duty  not  to  delay  our  report,  as  these  matters  are 
within  the  reach  of  every  member  of  your  body  ;  and  the  dis- 
tance is  so  small  as  i  ot  to  make  the  cost  a  matter  of  very  great 
moment.  We  understand  that  the  first  estimate  of  the  Charles- 
ton rail-road  was  57,5,000  per  mile,  and  that  the  actual  cost  has 
been  found  to  fall  short  of  the  estimate.  As  the  location  of  the 
route  for  the  Brunswick  rail-road  is^  so  favorable,  and  as  the  foun- 
dation will  soon  be  completed  by  the  public  hands,  we  should 
think  it  would  be  a  safe  calculation  to  set  down  the  utmost  cost 
at  $5,000  per  mile,  including  labor  already  bestowed  by  the 
hands,  or  that  it  could  not  exceed  from  $50,000  to  $70,000,  in- 
cluding the  cost  of  all  the  labor,  materials,  engine,  cars  and  ware- 
houses. We  tliink  this  a  high  limit  for  the  cost,  but  that  it  would 
be  a  trlfing  sum  compared  wiili  the  immense  advantages  that 
would  result  to  the  state  from  the  completion  of  the  work,  even 
should  the  state  assume  th.e  entire  expense  ;  but  this  will  not  be 
necessary,  as  individuals  have  already  subscribed  for  stock. 

The  distance  from  the  Altamaha  to  Brunswick,  and  vice  versa, 
may  be  peformed  with  ease  by  the  engine  and  loaded  cars  in  one 
hour.  By  a  proper  construction  of  the  ends  of  the  route,  a  boat 
load  of  cotton  might  be  soon  placed  into  the  cars,  and  be  taken 
to  Brunswick  in  one  trip,  while  other  cars  might  be  ready  to  re- 
turn immediately  with  freight  of  merchandize  for  the  boat.  In 
this  way  but  little  delay  would  be  occasioned.     We  consider  this 


28 

process  much  cheaper  and  more  expeditious  than  loading  a  boat 
by  drays  from  one  of  our  warehouses  at  any  distance  from  the  boat 
landing.  As  by  the  charter  not  more  liian  Iwcnty-five  per  cent. 
can  be  demanded  for  any  one  year  upon  the  amount  of  capital 
invested,  should  the  project  succeed,  the  cost  of  transportation 
would  not  probably  exceed  from  12J  to  25  cents  per  bale  upon 
cotton,  and  so  in  proportion  for  goods — for  we  believe  that  all 
the  cotton-growing  country  in  reach  of  the  Oconee,  Ocmulgee 
and  Altamaha,  would  go  to  Brunswick.  We  are  therefore  of 
opinion,  that  the  great  advantages  to  be  derived  from  this  work, 
by  the  extensive  region  of  fertile  territory,  and  the  dense,  indus- 
trious and  growing  population  that  trade  and  will  be  induced  to 
trade  upon  these  rivers,  render  it  advisable  for  the  state  to  give 
prompt  and  efficient  aid  in  completing  this  rail-road,  so  as  to 
connect  Brunswick  with  the  interior  of  the  state. 

Perhaps  the  letter  of  our  duty  is  discharged  in  giving  these 
facts,  and  the  opinions  founded  upon  them.  But  we  feel,  in 
common  with  our  fellow-citizens,  so  strongly  the  great  impor- 
tance of  building  upon  our  sea  coast  a  commercial  town,  for  the 
sale  and  exportation  of  our  products,  and  the  importation  of  those 
supplies  of  merchandize  yearly  consumed  among  us,  and  now  es- 
sential to  our  prosperity  and  comfort,  that  we  believe  a  more  ex- 
tensive view  of  this  important  subject  to  fall  within  the  range  of 
our  official  functions.  Indeed,  we  should  consider  our  commission 
but  half  accomplished,  did  we  fail,  at  this  momentous  crisis  of  our 
commercial  relations,  to  spread  before  your  body  those  powerful 
considerations  that  form  the  very  basis  of  the  opinions  we  have 
already  submitted.  Our  state  is  second  to  but  one  or  two  of  her 
sister  states,  in  her  internal  wealth  and  resources.  Possessing 
almost  every  variety  of  soil  and  climate  from  the  mountains  to 
the  sea  coast,  with  corresponding  varieties  of  mineral,  vegetable 
and  agricultural  wealth,  she  may  vie  in  these  respects  with  the 
most  favored  states,  of  the  most  highly  favored  nation  upon 
earth.  All  that  our  people  have  to  do,  to  place  us  by  the  side 
of  Ohio,  Pennsylvania  and  New  York  in  internal  improvements, 
is  to  arouse  from  our  torpor,  and  direct  our  energies  aright. 
Your  Commissioners  can  say,  upon  the  solemn  appeal  they  have 
made,  in  submitting  this  report,  that  they  do  not  believe  that 
there  is  in  the  United  States,  so  small  a  work  of  internal  im- 
provement as  the  contemplated  rail-road,  fraught  with  consequen- 


29 

ces  so  important  and  so  beneficial  to  the  same  extent  of  country 
and  the  same  amount  of  active  and  industrious  population. 

The  first  and  most  important  inquiry  for  the  people  of  Georgia 
is  :  Have  we  within  our  own  State,  an  outlet  for  our  immensely 
valuable  productions,  and  an  inlet  for  the  foreign  necessaries  and 
luxuries  of  life,  that  may  be  made  to  vie  with  the  large  sea  ports 
in  other  States  ?  that  may  enable  us  to  command  the  highest 
prices  for  the /ormcr,  and  obtain  the  latter  at  the  cheapest  rate  to 
the  planter  and  the  farmer  ?  Your  Commissioners  do  not  hesi- 
tate to  answer  this  question  for  the  people  of  Georgia  in  the 
affirmative.  In  the  town  of  Brunswick,  properly  connected  with 
the  interior,  we  could  have  a  commercial  emporium  that  might 
rival  any  on  the  Atlantic  coast,  south  of  Baltimore.  The  only 
obstacle  now  existing  to  the  connexion  of  this  noble  port  with 
the  heart  of  Georgia,  and  with  the  great  wealth  and  the  densest 
population  of  the  State,  is  the  narrow  slip  of  land,  of  little  over 
eleven  miles,  between  Turtle  river  and  the  Altamaha  ;  and  this 
obstacle,  we  have  already  stated,  can,  in  our  opinion,  be  over- 
come by  the  trifling  sum  of  from  $50,000  to  $70,000.  But 
suppose  it  should  cost  $100,000,  the  expenditure  is  a  trifle  in 
comparison  with  the  immense  advantages  it  would  yield,  not  only 
to  the  treasury  of  die  State,  but  to  the  great  body  of  the  people. 

The  next  question  is  :  Hoio  is  the  importance  of  opening  the 
Port  of  Brunswick,  to  be  demonstrated  ?  The  answer  is  ready, 
and  the  various  considerations  connected  with  it,  of  the  most 
momentous  importance  to  the  prosperity  and  independence  of  the 
State.  But  look  at  the  map  of  your  State,  and  it  will  be  seen 
by  a  single  glance  of  the  eye,  that  our  noble  rivers  the  Oconee, 
the  Ocmulgee  and  the  Altamaha,  penetrate  the  very  heart  of  the 
State  from  the  Ocean  to  the  Mountains.  On  these  rivers  and 
their  tributaries,  and  within  the  range  of  their  trade  and  influence, 
will  be  seen  nearly  half  the  number  of  our  counties,  containing  the 
richest  soil,  and  yielding  the  most  extensive  supplies  of  cotton, 
corn,  sugar,  flour,  rice,  stock  and  lumber  to  be  found  in  any  equal 
extent  of  the  Southern  States  ;  containing  the  largest  and  most 
growing  population,  with  a  rich  and  new  country  every  day  gain- 
ing in  resources.  The  trade  that  goes  down  these  rivers  would 
be  derived  from  an  extent  of  country  nearly  three  hundred  miles 
in  length,  and  from  fifty  to  one  hundred  miles  in  breadth.  To 
all  these  people  and  this  extensive  district,  the  benefits  of  Bruns- 


30 

wick  would  be  brought,  should  it  be  fostered  as  it  might  be. 
That  we  have  the  facilities  for  the  immediate  creation  of  such  a 
market,  yet  that  we  have  not  such  a  market,  must  be  matter  of 
the  deepest  regret  and  most  humbling  reflection  to  your  honorable 
body,  and  to  our  people  at  large.  That  the  immense  product  of 
our  soil  yearly  descending  our  rivers,  and  transported  in  wagons, 
should  pass  by  the  wharves  of  Darien  and  Savannah  to  go  to 
Charleston,  in  another  State,  at  a  heavy  expense,  and  our  supplies 
returned  by  the  same  circuitous  and  expensive  route,  must  be 
humbling  to  the  State  pride  and  the  patriotism  of  every  true 
hearted  Georgian  ;  while  in  the  opinion  of  your  Commissioners, 
the  amount  of  wealth  that  would  be  retained  at  home,  would  in 
one  year  compensate  us  for  the  whole  expense  of  setting  this 
road  in  operation,  and  opening  the  Port  of  Brunswick  to  the  in- 
terior. Georgia  at  this  moment  presents  the  spectacle  of  a  robust 
man,  rich  in  the  vital  fluid,  submitting  to  have  the  veins  of  both 
arms  opened,  and  bleeding  to  death  ;  while,  by  the  exertion  of 
his  own  strength  and  energy,  he  might  save  himself  from  destruc- 
tion. Savannah  we  fear  is  prostrated  by  the  completion  of  the 
Charleston  rail-road  to  Augusta.  Our  produce  already  goes  by 
her  wharves-,  because  the  farmer  and  the  merchant  can  get  better 
bargains  in  a  foreign  market.  All  the  produce  on  that  noble 
river,  which  goes  to  Augusta,  is  eventually  destined  to  Charles- 
ton. On  the  other  side  of  our  State,  the  rich  country  along  the 
Chattahoochee  is  draining  its  products  into  Florida.  While  we 
are  thus  losing  the  advantages  of  our  trade  on  both  sides  of  the 
State,  the  body  of  the  State  is  perishing,  or  finding  a  scanty  sub- 
sistence abroad,  for  the  want  of  that  commercial  nourishment  at 
home  which  the  resources  of  the  State  and  the  capital  of  wealthy 
individuals  in  it  are  amply  sufficient  to  supply.  Under  this  state 
of  things,  for  the  want  of  our  manly  and  vigorous  exertion,  we 
shall  soon  become  like  North  Carohna,  tributary  to  our  sister 
states. 

Our  system  of  internal  improvement  has  been  radically  defec- 
tive. Instead  of  directing  our  operations  to  one  important  point 
on  the  sea  coast,  we  have  been  working  from  village  to  village, 
and  carrying  our  improvements  across  the  State  ;  thus  giving 
facilities  to  the  passage  of  our  jn-oduce  into  other  markets.  By 
some  central  operation,  we  should  approximate  the  ship  to  the 
plough,  and  bring  the   mountains  to   the   ocean.     We  have   the 


31 

means  of  avoiding  this  suicidal  policy,  by  a  very  trifling  improve- 
ment. The  navigation  of  the  three  rivers  already  mentioned,  is 
open  to  the  heart  of  the  State,  to  Hawkinsville,  Milledgeville, 
and  Macon  ;  and  these  towns  draw  the  trade  from  near  the  moun- 
tains. Connect  the  navigation  of  these  rivers  with  Brunswick, 
where  the  ship  can  at  all  seasons  approach,  and  the  merchant  and 
planter  of  the  interior  can  find  a  good  market  for  sale  and  pur- 
chase, and  our  failing  commerce  would  in  a  great  measure  revive 
and  begin  to  flourish.  It  is  by  such  means  that  South  Carolina 
has  fostered  Charleston,  till  having  absorbed  the  com.i  erce  of 
her  whole  State,  she  is  now  draining  Georgia  of  hers.  Let  us 
learn  a  lesson  from  her  example.  From  seventy  to  eighty  thous- 
and bales  of  cotton  annually  descend  the  Altamaha,  besides  other 
productions.  These  will  increase  as  our  fertile  lands  are  opened, 
and  our  population  becomes  more  numerous  ;  and  our  cotton, 
corn,  wheat,  lumber,  bacon,  and  stock  of  various  kinds,  will  seek 
the  best  and  nearest  market  on  our  coast,  if  such  an  one  is  to 
be  found.  In  return  for  these  products,  very  extensive  supplies 
are,  and  will  continue  to  be  brought  up  these  rivers.  The  greater 
part  of  these  products  are  now  sent  to  Charleston  and  New  York, 
and  our  goods  purchased  in  the  same  markets.  The  advantages 
of  all  these  transactions  might,  in  the  opinion  of  the  Commis- 
sioners, be  saved  to  Georgia,  by  a  sea  port  of  our  own — and  we 
are  confident  that  Brunswick  holds  out  the  strongest  inducements 
for  such  a  saving  of  our  resources.  Our  capital  might  be  kept 
at  home — our  merchants  might  annually  save  large  amounts  of 
freights,  commissions,  exchange,  insurance,  storage,  travelling 
expenses,  and  thne — a  very  important  item  in  the  account  current 
of  every  man  of  business.  The  merchants  being  enabled  to 
save  this  expenditure,  could  afford  to  give  better  prices  for  prod- 
uce, and  sell  their  goods  at  cheaper  rates,  and  on  more  accom- 
modating terms  ;  while  the  farmer  and  planter  would  be  the  great 
gainers  in  the  end.  It  would  keep  wealth  at  home,  diffuse  its 
comforts  more  generally,  and  increase  the  revenues  of  our  treas- 
ury. The  merchant  could  obtain  supplies  of  articles  just  when 
there  is  a  demand  for  them,  and  know  when  he  could  calculate 
on  receiving  them.  He  could  bring  his  goods  into  market  much 
sooner  after  he  had  made  his  pu-rchase,  and  of  course  be  sooner 
able  to  pay  for  them,  and  better  able  to  afford  accommodation  to 


32 

his  customers.     The  price  of  our  lands  would  be  increased,  and 
all  our  productions  find  a  more  ready  market. 

Such  are  the  facilities  and  advantages  that  might,  in  the  opinion 
of  the  Commissioners,  be  afforded  to  the  people  of  Georgia,  by 
opening  the  Port  of  Brunswick  to  the  interior,  by  connecting 
it  with  the  Altamaha.  This  would  in  time,  induce  further  and 
more  extensive  improvements.  Trade  might,  in  time  be  brought 
from  the  isthmus  of  Florida,  from  Tennessee,  Kentucky  and 
Ohio — for  the  northern  roads  and  canals  are  chained  by  the  ice 
in  winter,  and  the  dangers  of  navigating  the  Gulf  of  Mexico, 
render  an  eligible  and  accessible  port  on  the  Atlantic,  far  prefera- 
ble to  any  on  the  southern  coast  of  Florida.  There  is  no  reason 
why  goods  should  not  be  bought  as  cheap  at  Brunswick,  and 
produce  comm  u  d  as  high  a  price  :  s  at  Charleston  or  New  Or- 
leans. The  ship  can  as  readily  come  to  Brunswick  from  Liver- 
pool, Bordeaux,  and  the  East  and  West  Indies,  as  to  New  York 
and  Charleston.  Why  should  the  freight  be  higher,  or  the  goods 
dearer  .''  There  would  be  no  delay  in  running  in,  and  putting 
out  to  sea,  and  no  heavy  river  charges,  and  no  loss  of  time  to 
increase  the  price  of  merchandize,  sold  by  the  importer  and  the 
wholesale  dealer. 

Open  the  Port  of  Brunswick  to  the  interior,  and  the  enter- 
prize  of  seamen  will  soon  bring  the  ships  there  :  and  your  cotton, 
your  grain,  your  sugar,  and  every  other  article  of  home  produc- 
tion will  go  t  ere,  and  the  merchant  of  large  capital  will  soon 
find  it  to  his  interest  to  invest  it  in  Brunswick.  The  commerce 
of  these  rivers,  and  the  trade  of  the  whole  interior  of  Georgia, 
belong,  by  nature,  to  some  sea-port  on  our  coast.  Let  the  most 
eligible,  and  the  best  be  selected.  Let  no  sectional  jealousy 
impede  the  enterprize.  Such  a  sea-port,  we  think,  Brunswick 
might  be  made,  being  decidedly  of  opinion,  that  it  affords  advan- 
tages for  a  large  cooimercial  city,  if  not  superior,  at  least  equal, 
in  every  respect,  to  any  on  the  southern  Atlantic  coast  of  the 
United  States,  and  decidedly  superior  to  any  in  Georgia. 

Georgia  has  not  a  moment  to  lose  in  redeeming  her  own  com- 
mercial character — in  saving  to  her  treasury — to  her  merchants — 
to  the  whole  agricultural,  professional;  and  mechanical  industry 
of  the  State,  the  great  blessings  to  be  derived  from  her  ample 
resources.     Patriotism,  state  pride,   pecuniary   interest,  all  de- 


33 

mand,  that  the  great  weahh  of  one  of  the  finest  portions  of  the 
world,  should  be  so  marshalled  as  to  increase  our  own  domestic 
prosperity  and  happiness,  by  cultivating  the  means  which  the 
bountiful  hand  of  indulgent  Providence  has  placed  so  entirely 
within  our  reach  and  under  our  control. 

All  which  is  respectfully  submitted  by  the  Commissioners. 

JOHN  G.  POLHILL, 
HUGH  LAWSON, 
MOSES  FORT. 


GEORGIA,  Baldwin  County. 

From  the  facts  and  considerations  stated  in  the  foregoing  Re- 
port together  with  the  information  derived  from  sources  the  most 
authentic,  within  their  reach,  John  G.  Polhill,  Hugh  Lawson, 
and  Moses  Fort,  on  oath  say,  that  they  are  decidedly  of  opin- 
ion, that  it  is  advisable  for  the  State  of  Georgia  to  render  imme- 
diate aid  in  opening  the  Port  of  Brunswick  to  the  interior  of  the 
State. 

JOHN  G.  POLHILL, 
HUGH  LAWSON, 
MOSES  FORT. 

Sworn,  ctffirmed  to,  and  subscribed  before  me,  this  \Stli  July, 
1S33. 

B.  P.   STUBBS,  J.  P. 


AN   ACT 

To  amend  and  consolidate  the  Acts  granting  chartered  rights  and 
privileges  to  William  B.  Davis,  Urbanus  Dart  and  their  asso- 
ciates, to  establish  a  Company  to  construct  a  Canal  or  Rail- 
road, or  both,  from  the  Altamaha  to  Turtle  river,  in_^  Glynn 
county,  or  to  Brunswick,  [jassed  20th  December,  1826,  and 
the  14th  of  December,  1830. 


Bt  it  enacted  by  the  Senate  and  House  of  Representatives  of 
the  State  of  Georgia  in  General  Jlssemhly  met,  and  it  is  hereby 
enacted  by  the  authority  of  the  same,  That  Thomas  Butler  King, 
Stephen  C.  King  and  William  W.  Hazard,  and  their  associ- 
ates and  successors,  be,  and  they  are  hereby  incorporated,  with 
vested  powers,  rights  and  privileges  as  a  body  politic,  by  the 
name  and  style  of  the  "  Brunswick  Canal  and  Rail-road  Com- 
pany." 

Sec.  2.  And  be  it  further  enacted^  That  it  shall  and  may  be 
lawful  for  the  said  company  to  create  a  stock  to  the  amount  of 
two  hundred  thousand  dollars,  to  be  increased,  if  necessary,  one 
third,  for  the  purpose  of  carrying  the  said  canal  and  rail-road  into 
full  effect ;  that  is  to  say,  they  are  authorized  and  empowered  to 
cause  books  of  subscription  to  be  opened  at  such  places  and  in 
such  manner  as  they  may  deem  most  conducive  to  the  obtain- 
ment  of  the  stock  required. 

Sec  3.  Jlnd  he  it  further  enacted,  That  the  capital  stock  of 
the  said  company  shall  consist  of  two  thousand  shares,  of  one 
hundred  dollars  each, — but  the  number  of  shares  may  be  increas- 
ed one  third  ;  and  that  upon  subscribing  to  the  aforesaid  stock 
the  subscribers  shall  pay  the  sum  of  five  dollars  upon  each  share. 

Sect.  4.  Jl'.id  be  it  further  enacted,  That  all  amounts  paid 
in  by  the  stockholders  shall  be  deposited  in  one  of  the  incorpor- 
ated banks  in  the  city  of  Savannah  ;  and  before  the  State  or  the 
officers  of  the  Central  Bank  of  Georgia  shall  pay  any  amount  on 
the  stock  authorized  to  be  subscribed  for  by  any  existing  law  of 


35 

this  State,  or  any  law  which  may  hereafter  be  passed,  the  certif- 
icate of  the  cashier  of  the  bank  in  which  the  same  may  be  de- 
posited shall  be  produced  to  theni,  that  the  same  amount  on  each 
share  has  been  paid  and  deposited  in  said  bank  by  the  individual 
stockholders  as  is  demanded  of  the  State  or  Central  Bank. 

Sec  5.  Jlnd  be  it  further  enacted^  That  the  individual  prop- 
erty of  the  said  company  shall  stand  pledged  to  the  State  for  the 
amount  which  shall  be  subscribed  and  paid  in  by  the  State, 
(should  the  State  authorize  any  subscription,)  and  that  all 
amounts  subscribed  and  paid  in  by  the  State  and  said  stockhol- 
ders shall  be  applied  to  (he  objects  contemplated  by  this  act  : 
Provided^  that  nothing  in  this  section  shall  be  so  construed  as  to 
hold  the  individual  property  of  any  stockholder  or  director  liable 
for  the  application  of  any  part  of  said  fund  which  was  or  may  be 
paid  in  at  a  time  that  he  was  not  a  stockholder  or  director. 

Sec  6.  And  he  it  further  enacted.,  That  the  said  company, 
by  the  name  and  style  aforesaid,  shall  be  capable  in  law  as  a  body 
politic,  and  as  such  may  sue  and  be  sued,  answer  and  be  answered 
unto,  defend  and  be  defended,  in  all  courts  of  the  State  of  Georgia, 
or  any  place  whatsoever,  having  competent  jurisdiction  over  any 
matter,  dispute  or  transaction  touching  the  business  affairs  or 
well  being  of  the  said  company  ;  and  that  the  stockholders  may 
appoint  or  elect  five  members  annually,  who  shall  constitute  and 
form  a  Board  under  the  name  and  style  of  the  "  President  and 
Directors  of  the  Brunswick  Canal  and  Rail-road  Company," 
who  shall  be  competent  to  make  all  necessary  by-laws,  rules  and 
regulations  they  may  deem  most  conducive  to  the  good  order, 
faith  and  harmonious  government  of  the  said  company  ;  Provid- 
ed^ such  by-laws,  rules  and  regulations  be  not  repugnant  to  the 
Constitution  and  laws  of  this  State  or  of  the  United  States. 

Sec  7.  Jlnd  he  it  further  enacted^  That  the  aforesaid  com- 
pany shall  be  allowed  seven  years,  from  and  after  the  twentieth 
day  of  December,  eighteen  hundred  and  thirty-seven,  in  addition 
to  the  time  allowed  by  the  above  last  recited  act,  to  complete 
their  canal  or  rail-road,  or  both  ;  and  the  said  company  shall  be 
entitled,  and  they  are  hereby  empowered,  to  demand  and  collect, 
by  way  of  freight  or  toll,  on  all  goods,  wares,  merchandize  and 
productions  of  the  country,  or  upon  all  rafts  of  lumber,  logs  or 
ranging  timber,  steam  or  other  boats,  and  cars  or  vehicles  of  any 
description,  conveyed  through  said  canal,  or  over  and  upon  said 


36 

rail-road,  such  rates  of  toll  or  freight  as  the  Board  of  Directors 
of  the  said  company  may  find  necessary  to  adopt  from  time  to 
time  in  their  regulations  of  loll  :  Provided,  that  during  any 
twelve  months  together  the  net  amount  shall  not  exceed  twenty- 
five  per  cent,  per  annum  upon  the  aggregate  amount  of  money 
they  shall  have  actually  expended  in  making,  constructing  and 
keeping  in  good  repair  the  said  canal  or  rail-road,  or  both  ;  to 
ascertain  which,  the  aforesaid  Board  shall  cause  two  accurate  sets 
of  books  to  be  kept,  one  for  the  canal,  and  the  other  for  the  rail- 
road, showing  the  amount  of  stock  paid  in  for  each,  and  also  all 
the  expenditures  and  cost  of  each,  together  with  all  the  repairs 
and  income  of  tolls  and  freight  of  each  ;  which  books  shall  al- 
ways be  liable  to  the  inspection  of  a  committee  appointed  by  the 
Legislature,  to  the  end  that  the  said  company  shall  not  abuse  the 
remunerating  privilege  of  this  act. 

Sec.  8.  Jlnd  be  it  further  enacted,  That  the  Board  of  Di- 
rectors of  the  aforesaid  company  shall  have  power  to  select  and 
take,  or  receive  as  donation,  such  strip  or  strips  of  land  from  the 
Altamaha  to  Turtle  river,  or  their  branches,  and  of  such  width 
and  shape  as  they  may  deem  necessary  for  the  construction,  accom- 
modation, and  protection  of  their  canal  or  rail-road,  or  both  ;  and  in 
case  of  disagreement  between  the  owner  or  owners  and  the  Board 
of  Directors  of  the  aforesaid  company,  in  regard  to  the  damages 
or  price  of  the  necessary  strip  or  strips  of  land  required  for  the 
purposes  aforesaid,  it  may  and  shall  be  lawful  for  the  com- 
pany to  appoint  two  competent  and  disinterested  freeholders,  and 
the  owner  or  owners  of  such  land  shall  appoint  two  competent 
and  disinterested  freeholders,  all  of  whom  shall  be  sworn  by  a 
magistrate,  or  one  of  the  Justices  of  the  Inferior  Court,  to  do 
equal  justice  between  the  parties  ;  and  they  shall  then  proceed 
upon  the  premises  as  a  committee  of  arbitration  and  appraise- 
ment ;  and  they  shall  make  their  award  of  valuation  of  damages 
in  writing,  to  be  approved  and  signed  by  them,  or  a  majority  of 
them,  which  amount  the  said  company  shall  pay  unto  the  owner 
or  owners  of  such  strip  or  strips  of  land  in  lawful  money,  and  the 
fee  simple  right  thereof  shall  vest  in  the  said  company  forever  ; 
and  the  award  shall  be  recorded  in  the  office  of  the  clerk  of  the 
Superior  and  Inferior  Courts  of  Glynn  county,  in  the  same  man- 
ner as  deeds. 

In  case  the  committee  aforesaid  cannot  agree  upon  the  amount 


37 

of  damage  and  valuation,  they  shall  choose  a  fifth  man,  who  shall 
be  sworn  as  aforesaid,  and  be  added  to  said  committee  ;  and  in 
case  either  party  be  dissatisfied  with  the  award  of  said  committee 
of  arbitration,  they  shall  have  the  ris^ht  of  appeal  to  a  special  jury, 
to  be  tried  at  the  term  of  the  Superior  Court  of  Glynn  county  next 
thereafter  held  in  said  county  ;  and  the  decision,  in  which  way 
soever  finally  thus  made  by  the  said  jury,  shall  vest  in  the  Bruns- 
wick Canal  and  Rail-road  Company  the  fee-simple  of  the  strip 
or  strips  of  land  in  question  ;  and  in  the  other  party  a  judgment 
for  the  value  thereof  thus  ascertained  and  determined. 

Sec.  9.  And  be  it  further  enacted^  That  no  canal  or  rail- 
road shall  be  permitted  hereafter  to  be  cut  or  constructed  be- 
tween the  Altamaha  and  Turtle  rivers,  or  their  branches,  and 
Brunswick,  within  twenty  miles  of  the  route  or  routes  the  afore- 
said company  may  select,  without  their  consent. 

Sec.  10.  *^nd  be  it  further  enacted.  That  the  said  com- 
pany shall  build  good  substantial  bridges  across  their  canal  or  rail- 
road wherever  they  may  cross  a  public  road  or  way  ;  and  the 
stock  of  the  aforesaid  company  shall  be  exempt  from  all  taxes, 
duties,  and  impositions  whatever,  unless  it  be  such  a  tax  and  no 
more  as  is  now  imposed  on  bank  stock  in  this  State. 

Sec  11.  Jind  be  it  further  enacted,  That  no  stockholder  of 
the  said  company  shall  be  eligible  as  a  director  unless  he  shall 
hold  at  least  ten  shares  of  the  stock  in  his  own  right,  or  as  ad- 
ministrator, executor,  or  guardian  :  the  Board  shall  be  compe- 
tent at  all  times  to  call  an  extra  meeting  of  the  stockholders, 
when  by  them  deemed  necessary  ;  and  the  Directors  shall 
choose  one  of  their  own  body  as  President,  who,  together  with 
the  Director,  shall  be  entitled  to  and  receive  such  compensation 
for  their  services  as  may  be  allowed  by  the  owners  and  lawful 
representatives  of  a  majority  of  shares  of  the  capital  stock  of 
the  institution,  to  be  determined  by  ballot  or  otherwise  at  the  an- 
nual regular  meeting  of  the  stockholders  ;  and  in  all  cases  the 
stockholders  shall  be  allowed  to  vote  either  in  person  or  by 
proxy, — that  is  to  say,  any  stockholder  who  may  be  absent  at 
any  meeting  as  aforesaid  may  authorize,  by  power  of  attorney 
under  seal,  any  other  person  to  vote  for  him,  her  or  them. 

Sec  12.  »^nd  be  it  further  enacted,  That  the  number  of 
votes  of  each  stockholder,  administrator,  executor,  or  guardian 
shall  be  according  to  the  number  of  shares  he,  she,  or  they  shall 


38 

hold — that  Is  to  say,  eacli  share  to  be  entitled  to  one  vote.  The 
Board  to  he  competent  to  ajipoint  and  fix  the  salaries  of  a  Sec- 
retary and  Treasurer,  and  as  many  clerl<s,  agents,  engineers,  and 
laborers  as  they  may  deem  necessary  and  expedient  to  despatch 
the  business  of  the  said  comjiany. 

Sec.  13.  ^nd  be  it  further  enacted,  That  the  Board  of  Di- 
rectors shall  have  power  to  call  in  such  ratio,  from  time  to  time, 
of  the  subscription  of  stock  upon  the  books  of  said  company,  by 
way  of  instalments,  as  ihcy  may  deem  necessary  for  the  prompt 
progress  and  execution  of  the  work  ;  first  giving  notice  lo  the 
stockholders  respectively  sixty  days  previous  to  the  time  requir- 
ed for  the  payment  of  such  instalment  ;  and  in  case  any  stock- 
holder should  refuse  to  pay  his,  her,  or  their  instalments,  when 
called  on  in  manner  aforesaid,  it  shall  be  lawful  for  the  Board  to 
declare  such  shares  of  stock  forfeited  to  the  use  and  benefit  of 
the  company  ;  but  the  defaulting  party  shall  have  the  right  of  ap- 
peal to  the  stockholders  at  their  next  regular  meeting  thereafter, 
and  by  the  consent  of  the  owners  and  representatives  of  two- 
thirds  of  the  capital  stock  of  the  institution  the  previous  instal- 
ments which  may  have  been  paid  upon  the  shares  so  forfeited 
may  be  refunded,  and  the  said  shares  offered  by  the  Board  for 
resubscription,  as  if  the  same  had  never  been  subscribed  for. 

Sec  14.  And  be  it  further  enacted,  That  if  any  person  or 
persons  shall  wilfully  and  maliciously  damage,  injure  or  obstruct, 
or  in  any  manner  destroy,  or  shall  wilfully  and  maliciously  cause, 
or  aid  and  assist,  or  counsel  or  advise,  any  other  person  or  per- 
sons to  destroy,  or  in  any  manner  to  hurt,  damage,  injure  or  ob- 
struct the  aforesaid  canal  or  rail-road,  or  any  bridge  or  other 
appurtenance  connected  therewith,  or  any  vehicle,  edifice,  right 
or  privilege  granted  by  this  act,  and  constructed  for  use  under 
the  authority  thereof,  such  person  or  persons  so  offending  shall 
be  liable  to  be  indicted,  and,  on  conviction  thereof,  shall  be  im- 
prisoned at  hard  labor  in  the  penitentiary,  at  the  discretion  of  the 
court,  not  less  than  four  years,  and  shall  be  further  liable  to  pay 
all  damage  and  expenses  of  rebuilding  or  repairing  the  same,  the 
one-half  of  which  shall  be  paid  by  the  company  to  the  informer. 

Sec  15.  And  be  it  further  enacted.  That  the  shares  of 
stock  of  the  aforesaid  Brunswick  Canal  and  Rail-road  Company 
shall  be  taken,  considered  and  held  in  law  as  real  estate,  and  may 


39 

be  sold  and  transferred  upon  the  books  of  the  company  by  scrip, 
or  assigned  and  bequeathed  by  the  proprietors  thereof  as  such. 

Sec.  16.  And  be  it  further  enacted,  That  any  sub5criber  of 
stock  in  the  aforesaid  company  shall  have  the  right  to  subscribe 
for  shares  in  the  rail-road  or  the  canal  separately  and  distinctly, 
or  conjointly  in  both,  as  he,  she  or  they  may  choose  at  the  time 
of  subscribing  ;  and  their  certificates  and  scrips  of  stock  shall  be 
issued  and  entered  upon  the  books  of  the  company,  and  kept  ac- 
cordingly ;  and  the  dividends  shall  be  declared  by  the  Board  of 
Directors  upon  the  nett  income  of  the  rail-road  and  the  canal 
also  separately  and  distinctly  from  the  two  sets  of  books,  as 
directed  by  the  fifth  section  of  this  act. 

Sec.  17.  And  be  it  further  enacted,  That,  with  the  consent 
and  petition  of  the  grantees,  William  B.  Davis,  Urbanus  Dart, 
and  their  associates,  the  two  recited  acts  in  the  preamble  of  this 
act  be,  and  the  same  are  hereby  repealed. 

THOMAS  GLASCOCK, 

Speaker  of  the  House  of  Representatives. 

JACOB  WOOD, 

President  of  the  Senate. 

Assented  to,  20th  Dec,   1834. 

WILSON  LUMPKIN,    Governor. 


AN   ACT 

To   aid  and  assist  the   opening  the   Port  of  Brunswick  to  the 
central  and  interior  of  Georgia. 


Whereas,  It  is  due  to  the  people  of  the  middle  and  western 
counties  of  this  State,  that  the  Legislature  should  grant  equal  aid 
and  encouragement  to  their  agricultural  and  commercial  pros- 
perity— 

Be  it  enacted  by  the  Senate  and  House  of  Representatives  of 
the  State  of  Georgia,  in  General  assembly  met,  and  it  is  hereby 
enacted  by  the  authority  of  the  same,  That  the  President  of  the 
Central  Bank  be,  and  he  is  hereby  authorized  and  required  im- 
mediately after  the  passage  of  this  act,  to  subscribe,  in  the  name 
of  the  said  Central  Bank,  on  account  and  for  the  benefit  of  the 
State,  for  five  hundred  shares,  at  one  hundred  dollars  each,  of  the 
capital  stock  of  the  Brunswick  Canal  and   Rail-road  Company. 

Sec.  2.  And  be  it  further  enacted,  That  the  President  and 
Directors  of  the  Central  Bank  be,  and  they  are  hereby  authoriz- 
ed and  required  to  pay  the  instalments  on  the  aforesaid  five  hun- 
dred shares  of  stock,  out  of  any  moneys  in  the  said  bank  on  the 
part  of  the  State,  as  they  may  be  called  for  on  the  part  of  the 
individual  stockholders  of  the  aforesaid  Canal  and  rail-road  Com- 
pany,— all  laws  or  parts  of  laws  in  relation  to  the  said  Central 
Bank  to  the  contrary  notwithstanding  :  Provided,  that  the  Com- 
missioners or  Board  of  Directors  of  the  said  Canal  and  Rail-road 
Company  shall  exhibit  a  certificate  that  the  individual  stockhol- 
ders, on  their  part,  shall  have  first  paid  their  instalments  when 
called  for,  agreeable  to  the  terms  of  the  act  of  incorporation. 

Sec.  3.  Jlnd  be  it  further  enacted,  That  John  Rawles  and 
H.  H.  Tarver  be,  and  they  are  hereby  appointed  Directors,  and 
empowered  to  represent  the  above  interest  of  the  State  at  the 


41 

Board  of  Directors  of  the  aforesaid  company,  and  to  hold  their 
office  for  three  years  from  and  after  the  passage  of  this  act ;  and 
that  thereafter  two  Directors  shall  be  elected  annually  by  the 
General  Assembly,  in  joint  ballot,  to  represent  the  State  as 
aforesaid. 

THOMAS  GLASCOCK, 

Speaker  of  the  House  of  Representatives. 

JACOB  WOOD, 

President  of  the  Senate. 

Assented  to,  20th  Dec,  1834. 

WILSON  LUMPKLN,  Governor. 


NAVY  YARD  SOUTH  OF  CHESAPEAKE  BAY. 

LETTER  FROM  THE  SECRETARY  OF  THE  NAVV  TRANSMITTING 

A  copy  of  the  Report  of  the  Commissioners  charged  with  the 
examination  of  Harbors  south  of  Chesapeake  Bay,  with  a  view 
to  the  establishment  of  a  j\avy  Yard. 

Navy  Department,  February   1,   1S37. 

Sir  : — In  comphance  with  a  Resohition  of  the  House  of  Re- 
presentatives of  the  2Sth  ultimo,  I  have  the  honor  to  transmit, 
herewith,  a  copy  of  the  Report  of  the  Commissioners  charged 
witii  the  examination  of  Ports  and  Harbors  south  of  the  Chesa- 
peake Bay,  with  a  view  to  their  comparative  advantages  for  the 
establishment  of  a  Navy  Yard. 

I  am,  with  great  respect,  your  obedient  servant, 

M.  DICKERSON, 

Secretary  of  the  JS'avy. 

To  the  Honorable  the  Speaker 

of  the  House  of  Representatives. 


The  undersigned  Commissioners  under  a  Resolution  of  the 
Senate  of  the  United  States,  "  To  survey  and  examine  Ports 
south  of  the  Chesapeake,  with  a  view  to  their  comparative 
facilities  and  advantages  for  the  establishment  of  a  Navy  Yard," 
have  the  honor  to  report  : 

That  they  have  given  to  the  subject  all  the  reflection  which  its 
national  importance  demands ;  have  personally  inspected  the  sev- 
eral ports  whose  draught  of  water  gave  claim  to  public  attention  ; 
and  have  maturely  weighed  their  relative  pretensions  to  the  favor- 
able consideration  of  the  Government. 

The  undersigned  arriving  at  a  preference  for  a  particular  port, 
have  discarded  all  prejudice  of  a  local  or  sectional  nature  and 
have  solely  been  influenced  by  a  strict  regard  of  the  public  good. 
As  a  basis  for  their  decision,  they  have  looked  for  fundamental 
principles,  and  have  been  guided  by  the  great  desiderata  in  a  naval 


43 

establishment  on  shore.     They  may  be  classed  under  the  follow- 
ing heads,  and  obtain  value  in  the  order  in  which  they  stand,  viz: 

1.  Sufficient  depth  of  water  to  permit  free  access,  at  any 
state  of  tide,  for  the  heaviest  class  of  ships  of  war. 

2.  Defence  by  land  and  by  water. 

3.  Resources  and  supplies  of  every  kind  for  the  speedy  equip- 
ment of  fleets. 

4.  Salubrity  at  every  season  of  the  year. 

5.  Ample  supply  of  fresh  water. 

6.  Facility  of  wharfing  and  docking. 

As  no  port  south  of  the  Chesapeake  possesses  all  these  advan- 
tages, (and,  indeed,  there  is  but  one  in  the  whole  Union  which 
does  possess  them,)  it  has  become  the  duty  of  the  undersigned, 
by  the  resolution  of  the  Senate,  to  designate  that  one  which 
seemed  to  them  to  have  the  greater  number  of  approximating 
qualifications. 

Charleston,  S.  C. 

The  port  of  Charleston,  being  the  first  in  magnitude  and  also 
first  in  the  order  of  inspection,  claimed  their  primary  attention. 
This  harbor  has  been  repeatedly  surveyed,  and  recently  by  com- 
petent officers  of  the  United  States  army.  The  chart  projected 
by  them  has  been  tested  by  the  undersigned,  and  the  result  prov- 
ed its  essential  accuracy  ;  from  which,  together  with  a  naval  sur- 
vey in  1825,  and  valuable  information  obtained  from  experienced 
pilots  and  other  sources,  it  would  seem  to  be  established  that  the 
mouth  of  the  harbor  is  the  main  obstacle  to  its  present  usefulness 
as  a  naval  station  ;  for,  being  deficient  in  depth  of  water,  no  ves- 
sels larger  than  sloops  of  war  can  pass,  and  they  only  at  high 
tides,  and  with  a  smooth  sea. 

This  bar,  which  is  of  sand,  forms  an  almost  continuous  chain 
of  breakers  running  nearly  parallel  with  the  coast,  for  nine  or  ten 
miles.  The  tides  and  freshets  of  the  river  have  broken  through 
this  barrier,  and  four  channels  have  been  formed  for  the  discharge 
of  the  waters.  Three  of  them  are  now  incapable  of  being  navi- 
gated by  large  vessels,  and  the  fourth,  the  main  channel,  is  liable 
to  great  changes,  from  heavy  gales.  Within  twenty  years  it  has 
been  entirely  removed  from  its  former  site.  It  is  displaced  by 
more  than  half  a  mile  ;  and  where  formerly  passed  in  security 
ships  of  17  and  18  feet  draught  of  water,  now  rolls  a  dangerous 
breaker.  The  undersigned,  in  contemplating  the  possible  oblit- 
eration of  the  present  ship  channel  by  the  deposite  of  some 
future  gale,  do  not  regard  it  as  a  lasting  injuiy  to  the  port  ;  for 
they  believe  that  a  new,  more  convenient,  and,  perhaps,  deeper 
channel  may  be  effected,  by  obstructions  in  the  tide-way,  which 
shall  guide  to  a  given  point  on  the  bar  the  vast  and  swift  column 
of  water  composing  its  freshets  and   ebb.      Such  is   observed  to 


be  the  action  presented  by  the  fortification  now  being  erected  in 
the  river,  which  has  aheady,  though  very  incomplete  and  not  very 
extensive,  caused  in  the  0|)inion  of  [)ilots,  the  overfall  of  the 
channel  to  be  considerably  deepened.  The  effect  of  so  much 
power,  directed  on  such  an  easily  moved  substance  of  this  bar, 
when  aided  by  dredging  machines,  cannot  be  questioned.  The 
noble  harbor  within,  sufficient  in  every  respect  to  accommodate 
a  large  fleet  and  of  the  heaviest  draught,  the  great  seat  of  South- 
ern wealth  and  Southern  commerce,  all  seem  to  bespeak  for  it 
a  generous  expenditure  of  the  national  treasure.  But  these  spec- 
ulations, whether  true  or  otherwise,  belong  to  the  engineer, 
whose  knowledge  of  currents  and  their  effects  will  have  due 
weight  in  such  a  contingency.  Charleston  is  now  considered  ac- 
cessible with  a  draught  of  171  feet,  but  with  ihe  aid  of  steam, 
a  good  tide,  and  smooth  water,  a  ship  drawing  18^  feet  may  be 
safely  conducted.  The  average  rise  of  the  tide  is  6  feet,  which 
is  increased  or  diminished  by  the  violence  and  duration  of  the 
seaward  or  landward  winds,  and  this  rise  and  exterior  influence 
is  applicable  to  all  the  harbors  of  the  Carnlinas  and  Georgia. 
There  can  be  no  difficulty  in  obtaining  eligible  sites  for  a  navy 
yard,  whenever  it  may  be  resolved  to  establish  one  in  Charleston. 


Beaufort,  S.  C. 

This  harbor  was  surveyed  by  Lieutenant  Stockton  in  1S28. 
His  report  has  been  tested  by  soundings  and  observation,  and  its 
general  correctness  ascertained.  The  arm  of  the  sea  which  en- 
ters between  Hunting  and  Hilton's  islands  is  known  as  Port 
Royal  sound.  It  is  sufficiently  deep  and  capacious  to  accom- 
modate the  largest  fleets,  but,  like  all  the  ports  south  of  the 
Chesapeake,  labors  under  the  disadvantages  of  having  a  bar  plac- 
ed at  its  entrance.  From  the  bar  to  Beaufort  the  distance  is 
about  IS  miles.  A  better  position  for  a  navy  yard  can  be  found 
in  the  vicinity  of  Beaufort  than  at  the  town.  The  bar  has  an 
average  depth  of  17  feet,  which  permits,  with  a  full  tide,  the 
passage  of  a  frigate.  Beaufort  is  .  placed  in  the  line  of  internal 
navigation  between  Charleston  and  Savannah,  and  hence,  if 
blockaded  by  an  enemy  by  sea,  has  a  safe  and  speedy  transport 
of  supplies.  The  absence  of  a  fresh  water  river  and  marshes 
seems  to  assure  as  great  a  degree  of  health  as  in  any  of  the 
Southern  harbors. 

Savannah^  Georgia. 

The  bar  at  the  north  of  the  Savannah  river  is  the  deepest  and 
most  accessible  of  any  on  the  Southern  coast.  The  average 
depth  is  19  feet  at  low  water  ;  and  hence,  with  a  full  tide,  a  frig- 


45 

ate  may  pass  in  safety.  But  although  thus  favored  at  the  en- 
trance, these  advantages  are  soon  lost  in  ascending  the  river. 
The  first  point  of  effectual  defence,  salubrity,  and  locality  of  a 
navy  yard,  is  Cockspur  island,  situated  within  five  miles  of  the 
bar,  and  two  miles  wiihin  the  river  ;  but  a  frigate  cannot  reach 
this  point,  by  reason  of  an  extensive  sand-bank  half  a  mile  be- 
low it,  on  which. but  14  feet,  at  low  water,  can  be  obtained.  In 
ascending  still  farther  up,  the  shoals  are  frequent,  and  of  less 
draught  of  water ;  and  the  river  at  first  brackish,  becomes  fresh  ; 
and  hence,  in  so  low  a  latitude,  and  surrounded  by  marshes,  is 
unhealthy  in  summer. 

Darien,  Georgia. 

Merchant  ships  of  heavy  burden  can  enter  the  port  of  Darien  ; 
but  it  is  unsuitable  to  naval  purposes,  by  reason  of  its  unfavorable 
locality,  being  surrounded  by  swamps  and  morasses  and  on  ac- 
count of  its  being  placed  on  a  fresh  water  river,  which,  in  so 
low  a  latitude,  must  cause  unhealthiness.  The  port  of  Darien 
can  have  no  greater  pretension  than  the  ingress  of  a  sloop  of 
war  ;  and,  hence,  cannot  compete  with  the  deeper  harbor  in  the 
same  State. 


Brunswick,  Georgia. 

The  waters  forming  the  port  of  Brunswick  are  generally  de- 
signated as  Turtle  river  ;  but,  properly  speaking,  it  is  an  arm  of 
the  sea,  which,  entering  between  the  islands  of  Jekyl  and  St. 
Simon's,  flows  into  the  interior  for  upwards  of  20  miles,  forming 
a  wide,  deep  and  swift  column.  As  no  fresh  water  river  emp- 
ties into  this  basin,  it  is  always  salt,  free  from  freshets  and  allu- 
vial deposites  ;  and  hence,  from  an  early  period  of  lime,  no 
change  whatever  has  been  perceptible  in  the  soundings  or  gener- 
al character  of  the  port.  From  the  large  islands  of  St.  Simon's 
and  Jekyl,  (which  are  distant  from  each  other  about  one  mile,) 
and  running  seaward  for  about  six  miles,  are  found  jutting  two 
extensive  sand-pits.  At  low  water  portions  of  them  are  laid 
bare  ;  and  unless  the  sea  is  unusually  smooth,  they  form,  in  near- 
ly their  whole  extent,  lines  of  continuous  breakers.  Between 
these  lines  of  surf  lies  the  channel,  which  in  S-4ths  of  a  mile 
wide  in  the  sjiit-heads,  and  which  enlarges  to  a  mile  soon  after 
entering.  Between  the  spit-heads  we  found  22  feet  at  low  water. 
Proceeding  towards  the  land,  by  traversing  the  whole  breadth  of 
the  channel,  the  soundings  gradually  shoaled  to  18  feet,  which  is 
the  least  draught  of  water  found  in  the  channel-way.  About  one 
mile  wiihin  the  spit-heads,  is  the  "  middle  ground,"  which  is  a 
bank  of  sand  resting   on   the  southern   or  Jekyl  spit,  and  jutting 


46 

into  the  channel-way  some  200  fathoms  ;  but  leaving  a  sufficient- 
ly wide  18  fett  passage  towards  the  St.  Simon's  or  northern  spit, 
for  a  larse  ship  even  with  an  adverse  wind  ;  the  middle  ground 
has  but  14  feet  at  low  water.  Entering  still  further  up,  the 
soundings  gradually  grow  deeper,  so  that  when  between'  the 
islands  it  has  obiained  a  depth  of  12  fathoms.  The  vessel  is  now 
in  safely.  On  the  right  of  St.  Simon's  sound,  which,  together 
with  similar  water  courses  still  further  north,  aflbrds  a  safe  inter- 
nal navigation  to  steamboats  and  craft  to  Savannah  and  Charles- 
ton. To  the  left  is  the  arm  of  ihe  sea,  (called  the  Turtle  river,) 
from  which,  by  .lekyl  and  Cumberland  sounds,  is  a  sourthern 
internal  navigation  as  far  as  St.  Mary's.  The  course  from  sea 
to  the  mouth  of  the  harbor  is  nearly  west  north-west,  keeping  the 
northern  breakers  on  board  ;  the  channel  then  runs  south  a  d 
south-westerly,  and,  making  a  short  turn  to  the  north-west,  we 
arrive  at  the  town  of  Brunswick — insignificant  at  present,  but  des- 
tined, we  believe,  through  her  rail-road  and  canal,  to  future  im- 
portance. A  shoal  of  soft  mud,  close  to  and  below  the  town, 
on  which  but  12  feet  can  be  found  at  low  water,  seems  to  indi- 
cate some  other  point  in  the  harbor  as  a  more  suitable  position 
for  a  navy  yard.  We  believe  Bythe's  island,  on  the  opposite 
shore,  to  be  the  most  eligible.  It  contains  some  hundred  acres, 
covered  with  timber,  and  every  way  convenient  for  wharves, 
docks,  &c.,  and  for  a  nursery  of  the  live  oak  ;  it  is  distant  from 
Brunswick  two  miles,  and  has  bold  water  to  within  a  few  fathoms 
of  the  shore.  There  is  no  doubt  that  the  port  may  be  strongly 
fortified.  The  islands  of  St.  Simon's  and  Jekyl  present  suitable 
positions  for  extensive  works  ;  and  a  sand  shoal  two  miles  within 
and  in  the  centre  of  the  river  (dry  at  low  water,)  affords  a  third 
basis  for  powerful  defence,  and  steam  batteries  will  complete  the 
whole.  The  average  rise  of  the  tide  is  six  feet,  which  gives,  at 
high  water,  on  the  bar,  24  feet ;  sufficient  for  a  frigate.  It  is 
deemed  healthy  ;  and  the  absence  of  a  fresh  water  river,  or  fresh 
water  swamps,  seem  to  justify  the  opinion. 


St.  Mary's^  Georgia. 

The  harbor  of  St.  JNFary's,  on  the  south  frontier  of  Georgia, 
has  a  bar  very  similar  to  that  of  Charleston  in  its  general  fea- 
tures and  depth  of  water ;  it  is  subject  to  the  same  vicissitudes 
from  great  gales.  In  20  years  the  ship  channel  has  been  forced 
to  the  southward  ;  and  the  site  of  the  passage,  where  formerly 
passed  the  largest  sloop  of  war  in  the  navy,  is  now  filled  up  to 
eight  feet.  Under  the  most  favorable  circumstances  of  wind  and 
tide,  the  present  ship  channel  may  be  stated  at  14  feet  at  low 
water ;  the  average  rise  of  the  tide  is  six  feet.  The  localities 
are   unfavorable  for  the   establishment  of  a  navy  yard  ;  and,  re- 


47 

garding  the  harbor  in  every  light,  we  feel  compelled  to  express 
an  opinion  adversely  of  St.  Mary's  as  a  port  suitable  for  naval 
purposes. 

Key  West,  and  the  Tortugas. 

Circumstances  beyond  our  control,  and  known  to  the  Depart- 
ment, have  prevented  an  extension  of  our  survey  to  Key  West 
and  the  Tortugas  ;  but  our  knowledge  of  those  places,  obtained 
in  the  course  of  service,  justifies  us  in  pronouncing  an  opinion  ad- 
verse to  them  for  the  establishment  of  a  navy  yard. 

Key  West  is  but  a  small  island,  disfant  from  the  main  ;  and 
the  Tortugas,  a  cluster  of  islands  still  smaller.  The  one  can 
have  but  limited  resources  ;  the  other,  none  whatever,  not  even 
fresh  water.  Being  islands  and  incapable  of  succor  in  the  pres- 
ence of  a  superior  force,  they  must  eventually  fall,  when  cut  off 
from  supplies.  The  more  valuable  either  might  become  by  the 
establishment  of  a  navy  yard,  the  more  it  would  invite  attack 
from  a  powerful  enemy.  Their  position  is  no  doubt  command- 
ing, but  we  deem  them  not  worthy  of  greater  value,  when  forti- 
fied than  to  afford  a  rendezvous  to  our  cruizers,  and  to  give 
shelter  and  protection  to  them  when  pressed  by  a  pursuing  enemy. 


The  Comparison. 

The  undersigned,  in  obedience  to  a  Resolution  of  the  Senate, 
have  arrived  at  the  point  where  they  are  directed  to  report  on 
"  the  comparative  advantages  and  facilities  of  ports  south  of  the 
Chesapeake,  for  the  establishment  of  a  navy  yard."  Depth  of 
water  and  easy  access  being  objects  of  the  first  consideration, 
they  are  of  opinion  that  the  ports  of  Charleston,  Darien,  and 
St.  Mary's,  being  deficient  in  depth  of  water  to  permit  the  ent- 
rance of  a  larger  ship  than  a  sloop  of  war,  are  unfit  to  compete 
with  the  frigate  harbors  of  Beaufort,  Savannah  and  Brunswick. 

The  peference  is  narrowed  down  to  one  of  these  ;  and  having 
duly  weighed  their  relative  pretensions,  we  have  no  hesitation  in 
preferring  Brunswick.  Beaufort  must  yield  to  her  in  the  essen- 
tial points  of  depth  of  water,  easy  access,  and  capability  of  de- 
fence. Savannah  must  give  way,  for  her  easier  access  and 
greater  depth  of  water  on  the  bar  cannot  be  carried  up  the  river 
to  a  site  safe  from  the  sea  and  an  enemy,  and  applicable  to  the 
establishment  of  a  navy  yard. 

If  a  frigate  could  but  reach  Cockspur  island,  the  opinion  ex- 
pressed in  favor  of  Brunswick  might  be  recalled.  Brunswick  is 
the  most  southern  frigate  harbor  on  the  Atlantic  seaboard. 
Placed  near  the  great  outlet  of  the  commerce  of  the  West  In- 


48 

dies  and  Gulf  of  Mexico,  her  position  in  a  state  of  maritime 
warfare  would  be  iiivalu;ible,  since  tlie  navigating  interests  of  an 
enemy  must  pass  by  her  door.  All  wiiich  is  respecifully  sub- 
uiiiicd. 

M.  T.  WOOLSEY, 
ALEXR.  CLAXTON, 
E.  R.  SHUBRICK, 

December  20,  1836. 


^-^VEi.>.^.u^C^4UF01^1^ 


.^■3^3 


f'^-. 


9    3 

9" 

oa-^,J  ' 

:'*d 

H'^ 

*      i9    -' 

^^ 

'.^ 

9    '  . 
4  id    ^ 

»9   ''  0 

3 

■i    a." 

^^attis<a<'U  HiiH)'iiii- 


l^^niiisui'k  iliu-liour  .l///n///-/'"'-'^' 


IJmnsmii-lf  Il.irlxiiii 


.J  JMhuuswi  1  -k  fln  rl  Mil  1 1 


PLAN  &  PROFILES 


(fiimpa. 


AV\ 


■.ag^JMiaaj 


o 


UNIVERSITY  OF  CALIFORNIA  LIBRARY 

Los  Angeles 

This  book  is  DUE  on  the  last  date  stamped  below. 


JAN2  51 


OEC  2  0  19S« 


AM 
7-4 


RECE'V 

L  D  ■  U  R 

MAY  23 

4-9 


Form  L9 — "       "°.'48(B1039)144 


Ti^^  LIBRARY 
mrtVE-  -'T  05*  rALIFORNU 


Phctomount 

Pamphlet 

Binder 

Gaylord  Bros.  Inc. 

Makers 

Syracuse,  N.  Y. 

PAT.  JAN  21, 1908 


AA    001  007  055 


I 


PLEASf  DO   NOT    REMOVE 
THIS    BOOK  CARDZ 


xNNtLIBRARY^ 
^  1    ir^  ^ 


^JIWDJO"^ 


University  Research  Library 


